US7948207B2 - Refuelable battery-powered electric vehicle - Google Patents

Abstract

The electrical vehicle energy storage system permits the electric refueling of the electric vehicle just like an automobile would be refueled with gasoline at a gas station. Circuitry on board the vehicle accessible by the electric refueling station enables the determination of the energy content of the battery module or modules returned to the electric refueling station and the owner of the vehicle is given credit for the energy remaining in the battery module or modules which have been exchanged. Selective refueling may take place for given battery modules by removing them from the battery system and charging them at home, office or factory. A process for operating an electric vehicle is also disclosed and claimed.

Description

This patent application is a continuation in-part of utility patent application Ser. No. 11/672,853, filed Feb. 8, 2007, continuation-in-part of utility patent application Ser. No. 11/672,957 filed Feb. 8, 2007, and continuation-in-part of utility patent application Ser. No. 11/673,551 filed Feb. 9, 2007 now U.S. Pat. No. 7,838,142, all of which claim priority to 60/771,771 filed Feb. 9, 2006 and 60/781,959 filed Mar. 12, 2006. This patent application also claims priority to provisional patent application Ser. No. 60/911,564 filed Apr. 13, 2007.

FIELD OF THE INVENTION

The field of invention is in the field of intelligent power supply systems having multiple alternating and direct current inputs and outputs and rechargeable, interchangeable backup energy sources. Additionally, the invention is in the field of interchangeable battery powered electric vehicle management systems which include rechargeable, swap-able and replaceable battery packs at electric vehicle refueling stations. The field of invention is the field of battery electric vehicles.

BACKGROUND OF THE INVENTION

Various strategies have emerged in the quest to develop commercially viable, energy advantageous vehicles that use electrical energy in full or in part to propel the vehicle. Of great interest in the context of this invention is the way in which electrical energy is stored, controlled, and replenished in these different strategies.

The increasingly well-known Hybrid Electric Vehicle (HEV) strategy combines a combustion engine with an electric drive system. The electrical energy in the HEV is typically stored in batteries. The battery types or chemistries used to date include lead acid, Nickel Cadmium (NiCd), Nickel Metal Hydride (NiMH), lithium ion, zinc air, and others. Automotive manufacturers including Ford, GM, Mitsubishi, Nissan, and Toyota, to name a few, produce HEVs for the commercial markets. Electrical energy replenishment in the HEV comes from two sources: 1) electrical energy derived from the combustion engine powering an electrical generator, and 2) energy recaptured from regenerative braking wherein the electric drive motors reverse roles under braking conditions and become electrical generators. The first source, combustion engine generation, can operate whether the vehicle is in motion or at rest, but only when the combustion engine is running and consuming fuel. The second source, regenerative braking, only operates when the vehicle is decelerating. Both sources may operate concurrently.

A subtle yet important variation of the HEV is the Plug-in Hybrid Electric Vehicle (PHEV). Otherwise similar to the HEV, the PHEV adds a third source for replenishment of electrical energy in the batteries: 3) electrical grid power connected via an external power cord. Unlike combustion engine generation and regenerative braking, plug-in grid replenishment is only useable when the vehicle is at rest, in the proximity of an electrical outlet, and then only practical when the vehicle is to be parked for some period of time.

The Battery Electric Vehicle (BEV) is similar to the PHEV but lacks the combustion engine component. Batteries and the electric drive are the sole source of propulsion for the BEV. Replenishment is by plug-in only, and as previously stated, only when the vehicle is at rest near an electrical source. Current BEVs are best suited to short and mid range cycles of operation (20 to 200 mile range) requiring recharging periods of several to many hours in between excursions.

A fourth category of sources for battery energy replenishment applicable to HEV, PHEV, or BEV strategies includes all other electrical sources that can be substituted for the grid as a plug-in source. For example, solar power from vehicle born or stationary photovoltaic generators units can and has been demonstrated.

Recent emphasis to improve the practicality of BEVs has been placed upon faster recharging technology. For example, Phoenix Motorcars of Ontario, Calif. and Altair Nanotechnologies, Inc. of Reno, Nev., U.S.A. report a BEV having 35 kWh (kilowatt-hour) battery energy with a 130 plus mile range that can be recharged at a “fast charge station” in as less than 10 minutes. Several hurdles challenge this approach, however. First and most importantly, the energy density, both gravimetric (energy per unit weight) and volumetric (energy per unit volume) is generally inversely related to a batteries maximum electrical current and power handling capabilities. The higher the electrical discharge or charge current the battery can sustain, the lower the energy density tends to be. The fast recharge time comes with the penalty of heavier, larger, batteries and correspondingly reduced vehicle range. Secondly, a 10 minute charge time for a 35 kWh battery implies electrical power requirements in excess of 230 kW, perhaps 40-50 times or more greater than the typical residential electrical service in total, which is why specially equipped “fast charge stations” are specified.

Another electric vehicle strategy is the Fuel Cell Electric Vehicle (FCEV). The FCEV uses hydrogen or other fuel cell technology produce electrical power for the electric motor propulsion system. Although the FCEV strategy typically includes auxiliary electrical energy storage subsystems in the form of either batteries or so-called “ultra-capacitors” for the purpose of capturing regenerative braking energy and other electrical functions, the primary fuel source is typically the fuel in the cells, such as compressed hydrogen, and refueling does not typically involve recharging in the ordinary battery sense.

U.S. Pat. No. 5,187,423 discloses an electrical vehicle energy replenishment system offering uninterrupted operation for electric vehicles by removing batteries from a vehicle and by placing recharged batteries into the vehicle. What is referred to in the '423 patent as “uninterrupted operation” most likely means short interruptions for exchange (versus no interruption). The '423 patent further describes the battery replacement to be accomplished using a semi-automatic lifting device having powerful automatic gripping connectors, the lifting device being capable of handling one or two batteries simultaneously. The '423 patent also discloses a prerequisite condition for the application of the battery interchange system, namely an adequate battery standard providing control over battery attributes including dimensions, voltage, peak current, internal impedance, minimum capacity/weight ratio, and minimum life expectancy.

The '423 patent begins to address the problem of limited operation duty cycle standing in the way of wide spread acceptance of the plug-in recharge electric vehicle variants (motorists often prefer not to have to be “plugged in” for extended periods). However, there are new issues or problems created in the '423 patent disclosure. One issue is the requirements placed upon the replacement (exchange) mechanisms contemplated, those mechanisms being semi-automatic and powerful in nature. It would be preferable if simple, low power, or completely manual replacement or exchanges were possible.

At the other end of this spectrum, as the number of batteries in a given vehicle could be quite large compared to the one or two batteries contemplated in the '423 patent, it is preferable if the entire, large complement of batteries could be exchanged in one cycle by a fully rather than semi automated process. Another issue impeding the system contemplated in the '423 patent is the broad degree of battery standardization envisioned as a preliminary condition to the use of the system. As battery and electric drive technology advances, often in rapid fashion, a system requiring many attributes of the technology to remain fixed will be costly to update and maintain. A better system would require few rather than many aspects of battery and exchange technology to be invariant.

U.S. Pat. No. 5,631,536 discloses an apparatus and methods for the rapid exchange of a discharged or partially discharged battery in return for a charged unit for battery powered vehicles aimed at eliminating the need for a customer to wait during recharging. The '536 patent raises the idea of a vehicle using and its user exchanging multiple batteries but identifies a constraint that the multiple batteries be closely matched in their electrical characteristics to function efficiently together. The '536 patent further proposes a “central database” to track information of all individual batteries to facilitate the matching process when multiple batteries are to be deployed or exchanged. Both concepts, that of a close, intra-group battery matching requirement, and that of a central database are seen as limiting and therefore drawbacks in the context of the present invention.

The present invention contemplates a highly modular, intelligent, quick exchangeable vehicle battery system that addresses many of the shortcomings of preceding BEV strategies. The advantages of the invention will be explained in detail below. However, it is useful as background to examine in survey the parameters of the BEV system. In particular, it is helpful to examine some of the factors involved, including the characteristics of electric drive trains and vehicles, in order to develop an appreciation for the size and nature of the batteries required for a practical vehicle application. The following discussion aims to identify these factors and suggests ballpark values useful throughout the ensuing discussion.

In addition to the battery subsystem, an electrical vehicle propulsion system comprises a power electronics unit, battery charging control circuitry, and an electric traction motor. One commercially available system is offered for sale by AC Propulsion, Inc. of San Dimas, Calif. The AC propulsion system is specified to operate with battery supply voltages of 240 to 450 V. Vehicle power levels of 150 kW (approximately 200 HP) or higher are possible. Continuous operating power in the range of 50 kW (approximately 70 HP) is not unusual. Efficiencies on the order of 85% to 90% are realistic (the amount of battery energy resulting in useful work done propelling the vehicle). Many factors affect the energy efficiency (mileage) of a vehicle including size, weight (number of passengers), aerodynamics, terrain and other conditions, as well as the operating habits of the driver. A small to mid-size exemplary vehicle might achieve average electrical mileage performance in the range of 5 miles per kWh (200 Wh per mile). The same vehicle might achieve satisfactory acceleration and road performance given a peak power level of 85 to 135 HP or about 63 to 100 kW.

The efficiencies and characteristics of the exemplary vehicle described above demand certain characteristics in the batteries. For example, the energy content of the batteries will influence the range of the vehicle in the same way that the liquid fuel content of a combustion engine vehicle determines its range. In both cases, the efficiency of the vehicle drive train comes in to play. In the case of the electric vehicle, we have already mentioned that the efficiency of the propulsion system including the electronics unit, the regenerative charging unit, and the electric traction motor might be in the range of 90%. In addition one must consider the efficiency of the batteries themselves (some energy is lost via power dissipated within the batteries because of internal electrical resistance). This will of course depend on the particular type of batteries being used and the conditions under which the batteries are used. Lithium ion batteries are becoming increasingly attractive for BEV applications because of their high energy density. A lithium-ion rechargeable battery might operate with efficiencies in the range of 95%. The combined efficiency of the propulsion system and the batteries therefore would then be approximately 85%. Thus the net vehicle mileage of 5 miles per kWh at the wheel is reduced to about 4.3 miles per kWh in the batteries. It should be noted that the preceding discussion of efficiencies in the BEV drive train does not include any losses attributable to gearing or mechanical transmission.

The characteristics of a popular lithium-ion battery cell, the ubiquitous 18650 size cylindrical cell, include a nominal diameter of 18 mm and the nominal length of 65 mm of the cell. Variants of this cell are used extensively to power laptop computers. Such cells are readily available in capacities ranging from 1 Ah up to nearly 3 Ah. They deliver most of their energy and charge over a fairly narrow voltage range of 3.5 to 4 V. Peak operating currents ranging from 4 to 10 A or higher depending upon chemistry subspecies may be found. For the sake of this discussion, we will consider a “typical cell”, one delivering 2.2 Ah at 3.6 V and 2.2 A (1 C rate). The same cell in new condition would deliver about 8 Wh energy to its load at an 8 W power level over a one-hour interval during a complete discharge from the fully charged state. Peak power capability could be in the range of 16 W or higher. This average cell weighs in at about 45 grams having a cylindrical volume of about 18 cubic centimeters.

From an energy standpoint, the exemplary vehicle described above, getting around 4.3 miles per kWh, would need approximately 4,400 of the typical cells just described to drive a distance of 150 miles. Given a sustained power delivery of just 8 W per cell, these 4,400 cells would provide a sustained vehicle power of about 35 kW (about 48 HP). Peak power for acceleration would be about 70 kW (about 95 Hp). This collection of cells would weigh around 200 kg (435 lb.) and require a space within the vehicle of about 92 liters (3.3 cubic feet). By comparison, the cell count required for a 75 mile range would weigh 100 kg (217 lb.), a 35mile range 45 kg (100 lbs.), etc.

It should be well noted that the 18650 size cylindrical cell described above is only one of a large number of cell geometries and types contemplated in the present invention for electric vehicle application. Other cell geometries include 26650 and 26700 cylindrical cells manufactured by suppliers such as A123 Systems of Watertown, Mass. and E-One Moli Energy Corp. of Taiwan. These are higher power, lower energy density cells. Compared to the 18650 cell described above, the larger A123 26650 cell delivers 2.3 Ah at 3.3 V and up to 70 A (30 C rate) continuously or 120 A peak, delivering perhaps 6 Wh energy to its load at 100 W power levels. It weighs approximately 70 grams and has a cylindrical volume of about 34.5 cubic centimeters. The E-One Moli Energy 26700 cell delivers 2.9 Ah at 3.8 V and up to 15 A (5 C rate) continuously, delivering perhaps 11 Wh energy to its load at 50 W power levels. It weighs approximately 100 grams and has a cylindrical volume of about 37 cubic centimeters.

The foregoing analysis shows that a collection of batteries large enough to have sufficient energy for reasonable driving ranges (35 miles or greater) weigh more than most humans would be comfortable handling. Generally vehicle weight is a significant variable determining vehicle mileage (energy efficiency), heavier vehicles getting lower mileage than lighter ones. One can also see that a weighty cache of batteries, while needed for extended range driving, equates to excess weight in shorter excursions detracting unnecessarily from vehicle operating efficiency. When short excursions are planned, it would be advantageous to adjust the amount of batteries on board so that the vehicle weight would be lessened and its efficiency improved.

As batteries age and go through an increasing number of charge and discharge cycles they wear out. This wear manifests itself in a decrease in battery capacity. The rate at which capacity is lost over time and use depends in complex ways on the chemistry of the battery, temperature, rate of charge, rate of discharge, depth of discharge and state of charge, time, and other factors. From the standpoint of the electric vehicle application, the “age” of the batteries will determine a reduction in the maximum range of the vehicle. Put another way, at any point in time, the maximum driving range of a vehicle with fully charged batteries will be a function of not only the number of batteries but also the cycle age of the batteries. In short, older batteries are depreciated and valued less than newer batteries with higher capacities.

Previous BEV applications operate under the tacit assumption that the batteries “built in” to the vehicle would discharge, charge, and age together as a synchronized group. Although the maximum operating range of such vehicle decreases over time and is expected, the previous BEV system provides no mechanisms to allow disparately aged or charged batteries to be efficiently utilized. Such mechanisms are provided by the present invention.

U.S. Pat. No. 6,465,986 B1 issued Oct. 15, 2002 discloses battery interconnection networks electrically connected to one another to provide a three-dimensional network of batteries. Each of the interconnection networks comprises a battery interconnection network having a plurality of individual component batteries configured with compound series parallel connections. A plurality of rows of individual component batteries are connected in parallel. A plurality of columns of individual component batteries are interconnected with the plurality of rows with each column having a plurality of individual component batteries connected in series with an adjacent individual component battery in the same column and electrically connected in parallel with an adjacent individual component battery in the same row.

McDowell Research Corporation of Waco, Tex. produces a Briefcase Power System for powering transceivers with an advertised DC input range of 11 to 36 VDC and an AC input range of 95 to 270 VAC at 47 to 440 Hz. No outputs are specified in the advertisement at www.mcdowellresearch.com.

Automated Business Power, Inc. of Gaithersburg, Md. produces an Uninterruptible Power Supply Transceiver Power Unit with advertised DC input range of 9 to 36 VDC and AC input range of 85 to 270 VAC at 47 to 440 Hz. Two outputs are specified both at 26.5 VDC, one at 5.25 A and one called auxiliary at 1 A. Battery chemistry is not specified in the advertisement at vww.abpco.com, but indications are given that non-compatible battery types including primary Lithium battery (BA-5590/U), NiCd (BB-590 U), NiMH (BB-390A/U) or any other non-compatible type shall not be useable.

There is a need for a lightweight intelligent energy system for use in a variety of applications including for use in energy supply systems for homeland defense, military, industrial and residential use. There is also a need for light-weight energy systems including battery systems for use in vehicles, cars, trucks, military vehicles and the like which can be refueled by swapping individual batteries or groups of batteries at energy filling stations much like the typical gas stations.

SUMMARY OF THE INVENTION

The circuitry and control methodology described herein is applicable to use of modular energy supply systems in automobiles. For instance, the control methodology described herein may be used in connection with Lithium ion batteries used in an automobile. In this way, the batteries may be removed from the automobile and recharged at a service station and then replaced into the vehicle fully charged. The batteries may be separately removed from the automobile or they may be removed in groups. The invention as taught and described herein enables the evaluation of individual batteries and the evaluation of the energy remaining in the batteries at the time they are swapped out (exchanged) for fully charged batteries. In this way a motorist can effectively refuel his or her vehicle and proceed on his or her way without worrying about stopping to charge the batteries which is time consuming as the recharge time for Lithium ion batteries is considerable. Having the ability to quickly swap the batteries in a Lithium ion car enables the driver to get credit for the energy in his “gas” tank. In reality the teachings of the instant invention enable the driver to effectively have an “energy tank” as compared to a “gas tank.”

The present invention provides apparatus and methods for a battery electric vehicle (BEV) system utilizing hierarchical arrangements of cells, packs, and multi-pack racks along with distributed intelligence and power switching and mixing. This system solves the practical problems associated with quick exchange of modular batteries and off-vehicle recharging as an effective approach to fast BEV refueling. The system derives additional advantages including the ability to optimize vehicle energy efficiency as a function of driving range requirements and the economic flexibility for a user to purchase more or less energy at any service interval. The particular, modular approach to battery organization along with the distributed intelligence included therein facilitates continuous battery monitoring thereby yielding efficient and economic detection and correction of individual cell, pack, or module problems or failures. Further, the nature of the scalable, intelligent battery system herein described lends itself to many other applications including backup power for home and business as well as fully portable power for a growing host of applications in civilian and military arenas.

A preferred implementation includes a multi-cell battery pack comprising 100 individual battery cells arranged in a series electrical configuration. This pack includes housing components encasing printed circuit boards which in combination provide for the mechanical containment and electrical interconnection of the individual cells in the form of high-power, lightweight battery pack. The printed circuits further comprise a controller as well as the electrical components used by the controller for switching and monitoring charge and discharge currents, monitoring individual cell voltages and temperatures, computing state of charge or state of discharge information, tracking the characteristics of operation over time, and providing important safety functions. The battery pack includes external positive and negative electrical connections as well as connections in support of electronic communications with external devices.

In the preferred implementation, a multi-pack rack has multiple receptacles each accepting one of the aforementioned battery packs. The multi-pack rack includes electrical and mechanical connections for the battery pack, a controller and the electrical components to be used by the controller for communicating with the battery pack controllers, switching and monitoring charge and discharge currents, and monitoring battery pack voltages. The multi-pack rack includes external positive and negative electrical connections as well as connections in support of electronic communications with external devices.

Another aspect of the preferred implementation includes an electric vehicle having one or more receptacles for either battery packs and/or multi-pack racks as described above. The vehicle includes electrical and mechanical connections for the battery pack and/or multi-pack rack, a controller and the electrical components to be used by the controller for communicating with the pack and/or rack controllers, switching and monitoring charge and discharge currents, and monitoring pack and/or rack voltages. The vehicle also includes electric motors and electrical systems needed to efficiently operate these motors. External connections for positive and negative electrical power as well as connections facilitating electronic communications with external devices may also be included in the vehicle.

An off-vehicle battery pack charging system is also included. This charging system is connected to an external source of power such as the electrical grid, photovoltaic generator, wind generator, etc. also connecting to one or more battery packs and/or multi-pack racks The charging system includes electrical and mechanical connections for the battery pack and/or multi-pack rack, a controller and the electrical components to be used by the controller for communicating with the pack and/or rack controllers, switching and monitoring charge currents, and monitoring pack and/or rack voltages.

The benefits of my device and process include:

Quick exchange by either man or machine.

Modular packs with enhanced serviceability and maintenance.

Modular packs for adaptability of cost, power, range, and weight, life extension, temperature management (SIPS).

Roadside emergency efficiency.

Modular packs for multiple uses.

Safety and theft.

Intelligent packs for improved use in the vehicle and in the charging station.

Hierarchical drawers of packs for reduced service time.

Energy accounting.

Life use accounting.

Safety.

Shipping efficiency.

An electric vehicle energy system includes an electrical system having a first mating receptacle and a first energy module having a first plug and a second mating receptacle. The electric vehicle energy system further includes a second energy module having a second plug. The second plug of the second energy module couples to and uncouples from the second mating receptacle of the first energy module. The first plug of the first energy modules couples to and uncouples from the first mating receptacle of the electrical system.

A hierarchically arranged quick-removable-quick-replaceable electric energy module system wherein the second quick-removable-quick-replaceable energy module includes a second electrical interface which comprises at least two electrical contacts implementing a communications channel. The second mating receptacle of the first, larger, encompassing, quick-removable-quick-replaceable electric energy module also comprises at least two electrical contacts implementing a communications channel. The second electrical interface communication contacts couple and decouple with the respective communication contacts of the second mating receptacle such that, when so coupled, information encoded in the form of electrical signals may be transmitted and received between the second energy module and the first energy module.

My invention solves many problems including the problem with electric vehicles which exists today, namely, refueling. Hybrid vehicles utilize batteries recharged while the vehicle is operating through recovery of kinetic energy of the vehicle due to its' motion. Alternatively and conjunctively hybrid vehicles utilize batteries recharged due to the absorption of electrical energy created by the vehicle's engine/electrical generator. Hybrid vehicle utilize liquid fuel such as gasoline, diesel or ethanol in a more efficient mode.

Presently, to charge a vehicle electric battery it is necessary to charge it on-board or to bring the vehicle to a charging station to connect the vehicle to the energy source.

My invention enables the lightweight battery modules to be charged virtually anywhere in an office, a factory, or a home. The lightweight battery modules using a typical 18650 sized lithium ion cell weigh about 10 pounds each and supply enough energy to power a vehicle for about 4 miles while supplying about 2 horsepower.

A typical 18650 sized lithium ion cell holds approximately 8 Wh of energy. It has an operating voltage around 3.6V and can provide 2.2 A current on average (peak currents of 4 A or higher for a short durations). The pack depicted herein uses 100 cells in series. Therefore, energy is 100×8 Wh or 800 Wh, pack operating voltage is 100×3.6V or 360V, and average current is 2.2 A. Average power level is 360V×2.2 A=792 W (peak power levels of 1440 W or higher). Assuming a vehicle requires 200 Wh at the wheel energy per mile, and assuming an electric drive train efficiency of around 89%, battery energy required for a mile is around 225 Wh. 800 Wh/225 Wh/mile equates to about 3.6 miles. In summary, one battery module with 100 cells in series can supply average power around 1 horsepower with peak power around 2 HP. Typical range supplied by one pack is around 3.6 miles (about 4).

If the 26700-sized cell is used in place of the 18650 cell, the 100 cell battery module would weigh approximately 22 lbs., supply enough energy to power the vehicle for about 5 miles, while supplying 15 horsepower peak. Similar figures result from the use of the 26650-sized cell. My invention is conceived to utilize and be readily adapted to any size, geometry, chemistry, or other variant of battery cells.

A power supply is disclosed which includes multiple alternating current and direct current inputs and outputs. One of the inputs is a back-up energy source which is carried on board within the power supply. The back-up energy source may be batteries or fuel cells. An enclosure used to house the power supply is expandable to include additional battery racks each housed within an individual frame of the enclosure. A power supply may also be expanded by interconnecting separate enclosures with the use of appropriate cables.

The power supply is microprocessor controlled based on the status (voltage, current and temperature) of the inputs including the status of the back-up energy source, the status of converters and internal buses, and the status of the outputs. The microprocessor manages the back-up energy source and the overall operation of the power supply by selectively coupling system inputs, buses and outputs. Where power sources are combined in an “or” relationship, diodes or their equivalents are used to prohibit undesirable current flows. MOSFET based switches or their equivalents controlled by the microprocessor are used extensively in the selective coupling of the system inputs, buses and outputs.

The power supply disclosed herein resides in one or more weatherproof enclosures housing a battery rack having a plurality of batteries in at least one frame portion. First and second fastening bars are affixed to the frame portion. First and second connecting rods are attached to the first and second fastening bars and extend therefrom; the battery rack includes a frame fastener and first and second fastening bars interconnect with the frame fastener to secure the battery rack to the frame. A rearward portion of the frame includes an electrical motherboard mounted thereon. A front door portion of the frame may include one or more vents and fans.

Alternatively, the power supply is mounted in an enclosure which includes a plurality of frame portions connected to one another via robust hinges and latches with weatherproof gasketing along the entire frame to frame interface surfaces. A plurality of battery racks reside within the power supply with one rack residing in each frame and being secured thereto. Since the frames are hinged together they may be separated from each other for maintenance. Additional frames may be added to allow greater power levels or extended operating time or both. Likewise one or more frames may be removed if the power level or operating time they represent becomes superfluous. Each rack includes a plurality of batteries in electrical communication with a motherboard which resides in the rearward-most portion of the plurality of frame portions hinged together. The front-most frame is a front door portion which includes vents and fans to cool the batteries and electronics of the power supply. Other relative positions of frame modules are possible and anticipated. For instance, vents and fans may be positioned in the rearward-most frame. The front-most frame may contain the motherboard. Alternatively, an intermediate frame may contain the motherboard and rearward-most and front-most frames could both contain fans and/or vents.

A process for servicing the embodiment of the power supply which includes a plurality of frame portions hinged together (with each frame securing an arrayed rack of batteries) includes the steps of: unlocking the latch side of a frame from the next adjacent frame; and, rotating the next adjacent frame about its hinged side to expose the frame to be serviced. The next adjacent frame may be the rearward-most frame which includes the motherboard for controlling each rack containing a plurality of arrayed batteries. The next adjacent frame may be any frame intermediate the rearward-most frame and the front-most frame. Each frame may be separated from the next adjacent frame as the frames are hinged together. Removal of the hinge pin from the hinge may accomplish the separation of the frames, or removal of fasteners retaining flanges associated with the hinges to a frame may perform the separation, or other logical means of disconnecting framed, door-like, hinge connected modules from one another may be employed.

Alternatively, the above described frame portions may be separately enclosed and interconnected as required using appropriate weatherproof cable assemblies. A rack for housing a plurality of removable cartridge batteries includes a plurality of shelves arranged in a stack type relationship. The stack includes a bottom shelf and a top shelf. Intermediate shelves residing between the bottom shelf and the top shelf are vertically spaced apart from each other. The shelves include a plurality of bores therethrough with interconnecting rods extending vertically through the bores in the shelves. A plurality of hollow spacing tubes (spacers) reside concentrically around the plurality of interconnecting rods and intermediate each of the shelves spacing them apart. Fasteners, such as nuts, are affixed to the interconnecting rods beneath the bottom shelf and above the top shelf. Other techniques of construction are also contemplated wherein the spatial relationship of the shelves and overall ruggedness of the structure is maintained comparable to the above described connecting rod and spacing tube construction technique. These other techniques may include formed sheet metal components welded together or connected by fasteners to form a superstructure into which the shelf elements may be placed and securely retained by features of the engagement between the sheet metal and shelf elements (snap together construction) or by additional fasteners or other adhesive techniques.

Each of the removable cartridge type batteries includes a first electrical contact and a second electrical contact. The removable cartridge type batteries may be removable cordless tool batteries. Each shelf contains one or more battery docking locations. Each docking location includes a first electrical connector which matingly engages the first electrical contact of the battery and a second electrical connector which matingly engages the second electrical contact. First and second wires are affixed to the first and second electrical connectors and are routed to a battery interface circuit. Additional contacts and corresponding electrical contacts may be present upon batteries and docking locations.

Alternatively, the shelves may include battery interface circuits in the form of printed circuits thereon. Each shelf includes a connector for communication with another board, typically a rack common board which in turn connects typically to the aforementioned motherboard. In this example the first and second connectors engage and are electrically connected to appropriate points of each respective printed circuit.

The power supply includes a programmable microprocessor for managing inputs, internal components and outputs based on continuously sampled and processed voltage, current and temperature measurements. An alternating current input source is selectively coupled to an AC/DC converter which, in turn, is selectively coupled with an intermediate DC bus and/or a second DC bus and/or a third DC bus. First, second, and third direct current input sources are selectively coupled with the intermediate DC bus and/or the first DC bus and/or the second DC bus and/or the third DC bus. The intermediate DC bus is selectively coupled with a first DC output and/or a DC/AC inverter and/or a third DC/DC converter.

The third DC/DC converter is coupled to a second DC output and a third DC output. The first DC bus is coupled to a first DC/DC converter which, in turn, is selectively coupled to the intermediate DC bus and/or the third DC bus and/or a DC charge bus.

The second DC bus is coupled to a second DC/DC converter which, in turn, is selectively coupled to the intermediate DC bus and/or the third DC bus and/or the DC charge bus.

The third DC bus is coupled to a fourth DC output and the third DC bus is selectively coupled to a fourth DC/DC converter which, in turn, is coupled to a fifth and sixth direct current output. The charge bus is coupled to the third direct current input source. The third direct current input source is the battery back-up current source containing literally almost any number of individual batteries. Batteries over a wide range of inputs from 10 to 40 VDC will be used. However, it is specifically envisioned that batteries over a wider range such as 1.5 VDC up to hundreds of volts direct current may be used provided appropriate circuit element adaptations are made such as utilizing switches rated for the voltage ranges being switched.

As previously stated, the power supply includes a microprocessor and the third direct current input source includes a nearly limitless plurality of removable cartridge battery packs. Each of the removable cartridge battery packs is selectively connected or disconnected with a battery bus interconnected with a load. Each of the removable cartridge battery packs is also selectively connected or disconnected with a charge bus.

One exemplary algorithm for operation of the plurality of batteries is as follows. The microprocessor selectively connects a first portion of the plurality of removable cartridge battery packs with the battery bus. The microprocessor selectively connects a second portion of the plurality of removable cartridge battery packs with the charge bus. The microprocessor selectively connects a third portion of the plurality of removable cartridge battery packs with both the battery bus and the charge bus. The microprocessor selectively disconnects a fourth portion of the plurality of removable cartridge packs from both the charge bus and the battery bus.

The first, second, third and fourth portions of the plurality of removable cartridge battery packs may include one, more than one, all, or none of the plurality of removable cartridge battery packs. The plurality of removable cartridge battery packs may include batteries having different nominal voltages. “Nominal voltage” as used herein means the voltage across a fully charged battery, namely, the open circuit voltage.

One exemplary process for operating a power supply having a plurality of battery packs is disclosed and includes the steps of: monitoring the battery bus output branch associated with each of the selected battery packs and measuring the voltages thereon while supplying a load which includes a direct current to direct current step up converter; monitoring the battery bus output branch associated with each of the selected battery packs and measuring the voltages thereon while disconnected from the load; comparing the unloaded and loaded voltages of each respective battery selected for operation and connection to the load; and, identifying battery packs to be charged depending on the comparison of the unloaded and loaded voltages on each of the respective battery bus output branch(es). The process can also include the step of charging the identified battery packs. Still additionally, the process can include the step of charging the identified battery packs at a voltage higher than the nominal voltage of each of the battery packs.

The battery back-up direct current input can be virtually limitless in size. Multiple frames can house multiple racks of back-up batteries. The back-up batteries are expected to be in the range of 10 VDC to 40 VDC. Commercially available cordless tool batteries are in this range. Therefore, the power supply disclosed and claimed herein includes a microprocessor and up to K batteries in parallel, where K is any positive integer. I disclose battery arrays having 20 Li-Ion batteries per rack. In the 20 batteries per rack example each battery has a nominal unloaded voltage of 18 VDC. Each battery has a battery interface circuit which switchably interconnects each battery with up to N loads where N is any positive integer. Each battery is switchably connected (through the battery interface circuit) with the charge bus. The back-up batteries are connected in parallel and may be removed for use in another application such as in another power supply or in a cordless tool, other cordless appliance, vehicle, or other backup energy application. A monitor bus is also switchably interconnected by the battery interface circuit of each battery and may monitor up to K batteries. Lastly, a sense resistor bus switchably interconnects with up to K batteries. The microprocessor directs power into and out of each described bus controlling up to K battery connections with up to N load, charge, monitor, and sense buses.

The microprocessor also prioritizes up to N loads and disconnects the loads in a prescribed order as to their relative importance at prescribed levels or remaining energy as remaining backup energy diminishes through periods of continuing operation.

Another embodiment of the power supply includes a plurality of hot-swappable removable cartridge battery packs in parallel interconnected with either a DC-AC inverter or with a DC-DC converter which in turn leads to the DC-AC inverter after the DC voltage is appropriately modified. Usually this modification will involve a step-up of the voltage. The DC-AC inverter provides an AC output. The removable cartridge battery packs are arranged in parallel with each other and include a common battery bus for communicating power to the DC-AC inverter. Each of the battery packs includes an output and a diode or equivalent circuit substituting the diode function arranged in series with the output of the battery pack communicating power to the common battery bus. It should be noted that alternative circuit implementations are possible and contemplated.

The AC-DC input is fed to an AC-DC converter and then is ored together with the output of the DC-DC converter. Alternatively, the output of the AC-DC converter could be ored together with the common battery bus if no modification of the common battery bus DC voltage is desired.

The output of the AC-DC converter is interconnected in series with a diode and said common battery bus is interconnected in series with a diode and the diodes are interconnected in an oring fashion. In this fashion the diodes or equivalent circuits protect the common battery bus and/or the DC-DC converter and/or the AC-DC converter from back fed current. The diodes are commonly joined in a bus which is interconnected with the DC-AC inverter.

The conceptual management hierarchy of the power supply system is disclosed herein. Using this hierarchical arrangement the network management user may access the status and control parameters for all subsystems under a particular gateway. Information is shown for the batteries (energy subsystems and energy modules), inputs, converters, and outputs (power conversion and control units), and gateway. All aspects of the underlying power supply status and operation may be monitored and controlled by the user via this network. Up to P power conversion and control units may be (where P is a positive integer) connected for management purposes to each gateway. Similarly, up to S energy subsystems (where S is a positive integer) may be connected for management purposes to each power conversion and control unit. Up to M energy modules (where M is a positive integer) may be connected for management purposes to each energy subsystem. Energy modules include but are not limited to lithium ion based batteries.

By virtue of this hierarchical arrangement the power supply user may configure and control a power supply systems under a particular gateway. For example, one such physical arrangement may be a gateway unit connected to at least one power conversion and control unit which in turn is connected to at least one energy subsystem which in turn is connected to at least one energy module. As long as at least one energy subsystem having at least one energy module is connected to a power conversion and control unit, the power conversion and control unit may continue to operate provide power and management control to the user.

It is an object of the invention to provide a power supply wherein at least one input is a back-up energy source and wherein the back-up energy source is rechargeable within the battery rack, is rechargeable within the rack but with the rack removed from the power supply, or is rechargeable when removed from the rack and from the power supply.

It is an object of the invention to provide a power supply wherein a back-up energy source includes a rack of individually controlled and rechargeable removable cartridge type energy packs.

It is an object of the invention to provide a power supply wherein removable cartridge type energy packs are batteries.

It is an object of the invention to provide a power supply wherein removable cartridge type energy packs are batteries at different voltages.

It is an object of the invention to provide a power supply capable of receiving I (where I is a positive integer) AC or DC inputs and controlling, measuring, sensing, charging and converting those inputs.

It is an object of the invention to provide a power supply capable of supplying Q (where Q is a positive integer) AC or DC outputs and controlling, measuring, and sensing, those outputs.

It is an object of the invention to provide a power supply capable of managing I AC or DC inputs and managing Q AC or DC outputs by periodically and continuously sampling and measuring system currents, voltages and temperatures.

It is an object of the invention to provide a power supply having I AC or DC inputs wherein at least one of those inputs is back-up energy source which may be a fuel cell rack, an atomic-powered generator rack, a Li-Ion battery rack, a NiMH battery rack, a NiCd battery rack, a lead acid battery rack, a Li-Ion polymer battery rack, or an Alkaline battery rack. It is an object to provide a microprocessor controlled intelligent power supply which effectively manages its backup power supply input.

It is an object of the present invention to provide a power supply having a DC input from a plurality of removable, hot-swappable, and interchangeable batteries which provide power on a common battery bus to a DC-AC inverter. Alternatively, and additionally, AC power may be supplied to the power supply through an AC-DC converter which is then converted back to AC for purposes of reliability and for the purpose of seamless transition (uninterruptible power supply on-line topology). The output of the DC to AC converter is arranged in a diode oring fashion together with the output from the common battery bus. The diode oring selects the higher voltage in converting from DC to AC power. Further, the common battery bus voltage may be converted by a DC-to-DC converter intermediate the common battery bus and the diode in series leading to the junction with the output of the AC-DC converter. Use of the DC-to-DC converter enables use of rechargeable batteries which have a relatively low output voltage. It is an object of the invention, in this example, to provide a power supply which does not require a microprocessor to manage its operations. Rather, this example provides a seamless transition from an AC power input to a DC power input with hot-swappablility of the batteries. The batteries may be cordless tool batteries capable of dual use. Further, the batteries may be Li-Ion or any of the types referred to herein.

It is an object of the invention to enable use of batteries in an electric or hybrid automobile such that the batteries may be interchanged and exchanged at a service station.

It is an object of the invention to enable the use of electric vehicles by intelligently interchanging the batteries of the vehicles at a service station.

It is an object of the invention to enable the use of electric batteries in a vehicle such as a car wherein the electric batteries are interchanged at a service station and credit is given for the energy left in the batteries.

It is an object of the invention to enable use of electric vehicles anywhere over long distances at high speeds without lengthy recharge periods as the batteries may be replaced at service stations just as a gasoline powered car is fueled at a gasoline service station.

It is an object of the invention to utilize battery modules which can employ any number of battery cells thus enabling different configurations or arrangements to be utilized which suit the particular use of an electric vehicle.

It is an object of the invention to enable electric vehicles having batteries arranged in series or parallel to be interchanged at a service station.

It is an object of the invention to enable continuous operation of electric vehicles indefinitely without taking the vehicle out of service to recharge the batteries on board.

These and other objects will be best understood when reference is made to the following Brief Description Of The Drawings, Description of the Invention and Claims which follow hereinbelow.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a front perspective view of the intelligent power supply device illustrating a plurality of removable cartridge energy packs in a rack.

FIG. 1A is a front perspective view of the intelligent power supply device similar toFIG. 1 without the removable cartridge energy packs in the rack.

FIG. 1B is a front perspective view of the intelligent power supply device without the rack and without the removable cartridge energy packs in the rack.

FIG. 1C is a front perspective view of the rack illustrated inFIGS. 1 and 1A.

FIG. 1D is a front view of the rack partially populated with the removable cartridge energy packs in the rack.

FIG. 1E is a side view of the rack taken along the lines1E-1E ofFIG. 1D.

FIG. 1F is a side view of the rack taken along the lines1F-1F ofFIG. 1D.

FIG. 1G is an enlargement of a portion ofFIG. 1D illustrating one of the removable cartridge energy packs in the rack.

FIG. 1H is an enlargement of a portion ofFIG. 1F illustrating one of the removable cartridge energy packs in the rack.

FIG. 1I is an illustration of one of the shelves of the rack having the battery interface circuits on and in the shelf underneath the battery contacts/guides.

FIG. 1J is a perspective illustration of the removable cartridge energy pack/battery pack illustrated inFIG. 1.

FIG. 1K is a front view of the removable cartridge energy pack/battery pack illustrated inFIG. 1.

FIG. 1L is a side view of the removable cartridge energy pack/battery pack illustrated inFIG. 1.

FIG. 1M is a perspective view of the removable cartridge energy pack/battery pack rack removed from the frame of the intelligent power supply device and stored in the door enabling maintenance on the motherboard in the rear of the device.

FIG. 1N is a perspective view of a modular intelligent power supply device indicating two frames each holding a removable cartridge energy pack/battery rack, a front cover hinged to one frame and including ventilating fans and ports, and a rear cover hinged to another frame.

FIG. 2 is a front perspective view of the intelligent power supply device illustrating a plurality of other removable cartridge energy packs in a second rack.

FIG. 2A is a front perspective view of the intelligent power supply device similar toFIG. 2 without the plurality of the other removable cartridge energy packs in the second rack.

FIG. 2B is a front perspective view of the second rack illustrated inFIGS. 2 and 2A.

FIG. 2C is another front perspective view of the second rack illustrated inFIGS. 2 and 2A.

FIG. 2D is a front view of the second rack partially populated with the removable cartridge energy packs in the second rack.

FIG. 2E is a side view of the second rack taken along the lines2E-2E ofFIG. 2D.

FIG. 2F is a side view of the second rack taken along the lines2F-2F ofFIG. 2D.

FIG. 2G is an enlargement of a portion ofFIG. 2D illustrating one of the removable cartridge energy packs in the second rack.

FIG. 2H is an enlargement of a portion ofFIG. 2F illustrating one of the removable cartridge energy packs in the second rack.

FIG. 2I is a perspective illustration of the removable cartridge energy pack/battery pack illustrated inFIG. 2.

FIG. 2J is a front view of the removable cartridge energy pack/battery pack illustrated inFIG. 2.

FIG. 2K is a side view of the removable cartridge energy pack/battery pack illustrated inFIG. 2.

FIG. 2L is an example of a power supply which includes a three by three battery array mounted in the rack along with receptacles and an on-off switch.

FIG. 3 is a schematic for controlling, measuring, sensing, charging and converting multiple inputs (energy sources) and multiple outputs (energy loads).

FIG. 4 is a schematic illustrating: an alternating current input converted to a direct current which is selectively switched to interconnect with a direct current intermediate bus and/or a second direct current bus and/or a third direct current bus; the direct current intermediate bus being selectively interconnected to a direct current to alternating current converter providing an alternating current output and/or the direct current intermediate bus is selectively interconnected to a first direct current output and/or the direct current intermediate bus is selectively interconnected to a third direct current to direct current converter to provide second and third direct current outputs.

FIG. 4A is a schematic illustrating a first direct current input, a second direct current input and a third direct current input comprising a removable cartridge energy pack rack direct current input, each of which is independently selectively interconnected to the direct current intermediate bus and/or the first direct current bus and/or the second direct current bus and/or the third direct current bus.

FIG. 4B is a schematic illustrating: the first direct current bus interconnected with the input of a first direct current to direct current converter and the output of the first direct current to direct current converter is selectively connected to the direct current intermediate bus and/or the third direct current bus and/or the direct current charge bus; the second direct current bus is interconnected with the input of a second direct current to direct current converter and the output of the second direct current to direct current converter is selectively interconnected to the direct current intermediate bus and/or the third direct current bus and/or the direct current charge bus.

FIG. 4C is a schematic illustrating the microprocessor, its power supply and interfaces.

FIG. 5 is a schematic of one individual microprocessor-controlled interface circuit; each individual interface circuit controls one of the removable cartridge energy packs/battery packs and the selective interconnection with the direct current energy pack/battery pack bus, the charge bus, the energy pack/battery pack monitor bus and/or the energy pack/battery pack information bus.

FIG. 6 is a schematic illustration for obtaining load and removable cartridge energy pack/battery pack information for use by the microprocessor with the load continuously connected to the removable cartridge energy pack/battery pack and with the load disconnected from the removable cartridge energy pack/battery pack.

FIG. 7 is a schematic illustrating up to K removable cartridge energy packs/battery packs selectively interconnected with N load buses, a sense resistor bus, a charge bus and a monitor bus.

FIG. 8 is an illustration of the processing steps used in a configurable power supply control algorithm implemented using a microcontroller.

FIG. 9A is a representation of intelligent power supplies connected to various loads (wireless routers and associated devices) for the two purposes of supplying power to the loads and interfacing to a network.

FIG. 9B is a table illustrating computer monitoring and management of the scalable intelligent power supply management system.

FIG. 10 is a schematic of the 3.3V and 6.6V Power Supplies.

FIG. 11 is an example of a schematic similar toFIG. 5 of one individual microprocessor-controlled interface circuit for the control of one the removable cartridge energy packs/battery packs and the selective interconnection with the direct current energy pack/battery pack bus, the charge bus, the energy pack/battery pack monitor bus and/or the energy pack/battery pack information bus.

FIG. 12 is an example of a schematic similar toFIG. 5 of another individual microprocessor-controlled interface circuit.

FIG. 13 is an example of a schematic similar toFIG. 5 of another individual microprocessor-controlled interface circuit.

FIG. 14 is an example of a schematic similar toFIG. 5 of another individual microprocessor-controlled interface circuit.

FIG. 15 is an example of a schematic similar toFIG. 5 of another individual microprocessor-controlled interface circuit.

FIG. 16 is an example of a schematic similar toFIG. 5 of another individual microprocessor-controlled interface circuit.

FIG. 17 is an example of a schematic similar toFIG. 5 of another individual microprocessor-controlled interface circuit.

FIG. 18 is an example of a schematic similar toFIG. 5 of another individual microprocessor-controlled interface circuit.

FIG. 19 is an example of a schematic similar toFIG. 5 of another individual microprocessor-controlled interface circuit.

FIG. 20 is an example of a schematic similar toFIG. 5 of another individual microprocessor-controlled interface circuit.

FIG. 21 is an example of a schematic similar toFIG. 5 of another individual microprocessor-controlled interface circuit.

FIG. 22 is an example of a schematic similar toFIG. 5 of another individual microprocessor-controlled interface circuit.

FIG. 23 is an example of a schematic similar toFIG. 5 of another individual microprocessor-controlled interface circuit.

FIG. 24 is an example of a schematic similar toFIG. 5 of another individual microprocessor-controlled interface circuit.

FIG. 25 is an example of a schematic similar toFIG. 5 of another individual microprocessor-controlled interface circuit.

FIG. 26 is an example of a schematic similar toFIG. 5 of another individual microprocessor-controlled interface circuit.

FIG. 27 is an example of a schematic similar toFIG. 5 of another individual microprocessor-controlled interface circuit.

FIG. 28 is an example of a schematic similar toFIG. 5 of another individual microprocessor-controlled interface circuit.

FIG. 29 is an example of a schematic similar toFIG. 5 of another individual microprocessor-controlled interface circuit.

FIG. 30 is an example of a schematic similar toFIG. 5 of another individual microprocessor-controlled interface circuit.

FIG. 31 indicates an example of AC input and AC/DC converter circuits.

FIG. 32 is an example of an AC/DC converter and DC output voltage bus connection switch.

FIG. 33 is an example of First DC input circuits.

FIG. 34 illustrates an example of First DC input bus connections switches.

FIG. 35 illustrates an example of Second DC input circuits.

FIG. 36 illustrates an example of Second DC input bus connections switches.

FIG. 37 illustrates Third DC input battery pack array circuits.

FIG. 38 illustrates the Third DC input bus connection switches.

FIG. 39 illustrates an example of First DC/DC converter circuits.

FIG. 40 illustrates an example of First DC/DC converter bus connection switches.

FIG. 41 illustrates an example of Second DC/DC converter circuits.

FIG. 42 illustrates an example of First DC/DC converter bus connection switches.

FIG. 43 illustrates an example of DC/AC inverter circuits.

FIG. 44 illustrates an example of First DC output circuits.

FIG. 45 illustrates an example of Third DC bus and fourth DC/DC converter circuits.

FIG. 46 illustrates an example of Fourth, Fifth, and Sixth DC outputs and Fourth DC/DC converter circuits.

FIG. 47 illustrates an example serial to parallel circuits to implement serial microprocessor control instructions into parallel control signals.

FIG. 48 illustrates an example of additional serial to parallel circuits implementing the microprocessor control signals.

FIG. 49 illustrates an example of additional serial to parallel circuits implementing the microprocessor control signals.

FIG. 50 illustrates an example of additional serial to parallel circuits implementing the microprocessor control signals.

FIG. 51 illustrates an example of Microcontroller interface circuits.

FIG. 52 illustrates an example of Microcontroller and support circuits.

FIG. 53 illustrates an example of Microcontroller interface circuits.

FIG. 54 illustrates an example of current monitoring circuits.

FIG. 55 illustrates an example of current monitoring circuits.

FIG. 56 illustrates an example of current monitoring circuits.

FIG. 57 illustrates an example of DC/DC converter voltage programming circuits.

FIG. 58 illustrates an example of Second and Third DC outputs and third DC/DC converter circuits.

FIG. 59A schematically illustrates twenty battery packs interconnected in parallel to a common battery bus leading to either a DC-AC inverter or to a DC-DC converter which subsequently is interconnected to a DC-AC inverter.

FIG. 59B schematically illustrates the interconnection of the battery array with a DC-DC converter which is interconnected with a diode which in turn is interconnected with a bus leading to a DC-AC inverter.

FIG. 59C schematically illustrates the interconnection of an AC input with an AC-DC converter which in interconnected with a diode which in turn is interconnected with a bus leading to the DC-AC inverter.

FIG. 59D pictorially illustrates the power supply with the battery rack removed therefrom and the electronics (inverter, diodes etc.) mounted to the rear wall of the housing or frame; also shown are two removable Lithium Ion rechargeable battery packs.

FIG. 59E is a view similar toFIG. 59D illustrating the power supply with the battery rack removed therefrom and further illustrating the power receptacles, the AC input on the right hand side thereof, and the on-off switch.

FIG. 59F is a view similar toFIGS. 59D and 59E with the battery rack mounted in the housing or frame.

FIG. 59G is a view similar to the immediately precedingFIGS. 59D-59F inclusive with the battery rack populated with removable cartridge type Lithium Ion batteries and illustrating the power supply interconnected with a load such as wireless radio equipment.

FIG. 59H is a view similar to the immediately precedingFIGS. 59D-59G inclusive with the door of the power supply closed and illustrating the power supply interconnected with a load such as wireless radio equipment.

FIG. 60 is an illustration of the conceptual management hierarchy of the power supply system.

FIG. 61A is an exemplary depiction of the physical arrangement of a power supply system.

FIG. 61B is an alternative depiction of a physical arrangement of a power supply system.

FIG. 62 illustrates a power supply using quick disconnect cartridge type batteries for use in an automobile wherein the vehicles may be refueled.

FIG. 63 is a view of a refuelable electric vehicle.

FIG. 63A is an enlarged view of the refuelable electric vehicle ofFIG. 63 and, in particular, the aft battery compartment.

FIG. 63B is a view of a refuelable electric vehicle ofFIG. 63 and the fore and aft battery compartments.

FIG. 63C is a view of the rear wheel drive of the refuelable electric vehicle ofFIG. 63 and, in particular, the propulsion system with the frame and other components removed therefrom.

FIG. 63D is a view of the refuelable electric vehicle battery system drawer replacement.

FIG. 64 is a view of the scalable battery system.

FIG. 64A is a view of a battery pack/battery module mating with a battery system enclosure.

FIG. 64B is another view of a battery pack/battery module mating with a battery system enclosure.

FIG. 65 is a view of a quick removable and replaceable battery module.

FIG. 65A is a top and bottom view of a quick removable and replaceable battery module.

FIG. 65B is a side view of a quick removable and replaceable battery module.

FIG. 66 is an exploded view of a quick removable and replaceable battery module.

FIG. 66A is a view of one-half of the quick removable and replaceable battery module housing.

FIG. 67 is a view of the electronics of the quick removable and replaceable battery module.

FIG. 67A is a detailed view of the electronics of the quick removable and replaceable battery module.

FIG. 67B is another detailed view of the electronics of the quick removable and replaceable battery module.

FIG. 67C is a detailed view of the cell connection detail of the quick removable and replaceable battery module.

FIG. 68 is an electrical block diagram of the quick removable and replaceable battery module.

FIG. 69 is an electrical block diagram of the battery modules, the interface circuit, the direct current battery bus, drive unit, charge bus and on-board energy recovery/regenerative system.

A better understanding of the drawings will be had when reference is made to the Description Of The Invention and Claims which follow hereinbelow.

DESCRIPTION OF THE INVENTION

FIG. 3 is a schematic300 for controlling, measuring, sensing, charging and converting302 multiple inputs (energy sources)301 and multiple outputs (energy loads)303 with some of the energy routed back304 for further processing by the controlling, sensing, charging, and convertingmodule302.

FIG. 1 is afront perspective view100 of the intelligent power supply device illustrating a plurality of removable cartridge energy packs102 in a rack residing in anenclosure101. The rack is best viewed inFIGS. 1C,1D,1E and1F. Referring again toFIG. 1 the rack is not fully populated with batteries. The removable cartridge energy packs102 are preferably batteries and those shown are representative of a nominal 18 VDC Li-Ion cordless tool battery manufactured and sold by Makita®. Makita® is believed to be a trademark of Makita Corporation of Anjo-shi, Aichi-ken, Japan. Any type of battery may be used but Li-ion (lithium ion), NiMH (Nickel Metal Hydride), NiCd (Nickel Cadmium), Li-ion polymer, lead acid or alkaline batteries are presently contemplated. Li-Ion is one preferable choice because of its gravimetric (energy per unit mass/weight) and volumetric (energy per unit volume) efficiencies.

The United States Government (see 49 C.F.R. §173.185) and the United Nations (see 4th Edition of the Manual of Tests and Criteria) places restrictions upon the transportation of certain lithium and lithium-ion batteries. Certain lithium-ion batteries having a smaller capacity and therefore a lower lithium or equivalent lithium content are exempted from these restrictions. This becomes an advantage of the intelligent power supply design in that it preferentially incorporates these smaller lithium-ion removable cartridge batteries.

Referring, again toFIG. 1, a partially populated rack is illustrated to demonstrate that the power supply device will operate with at least one back-upbattery102. Thebatteries102 may be removed at any time even while they are in operation and even while the power supply device is in operation. This is known as being hot swappable.Reference numeral110 indicates a printed circuit board which contains 20 battery interface circuits thereon.FIG. 1C is afront perspective view100C of the rack illustrated inFIGS. 1 and 1A and shows the back side of the printed batteryinterface circuit board110 attached to theshelves103 of the rack withscrews110A. Alternatively, the printed battery interface circuit board may be attached to the rack through the use of adhesives or by interlocking aspects of the circuit board and the shelves or rack implementing a “snap together” construction.

FIG. 1A is afront perspective view100A of the power supply device similar toFIG. 1 illustrating the power supply device without the removable cartridge energy packs in the rack. It is anticipated that a user would wish to run the intelligent power supply device without populating the rack with batteries since in fact, as explained herein, the power supply device is functional provided an alternating current source and/or a direct current source is available. In this mode, the power supply can serve to transform power sources on behalf of the user. For example, a 230VAC 50 Hz input can be usefully transformed by the intelligent power supply into an 115VAC 60 Hz output. See,FIGS. 4,4A,4B and4C. Still referring toFIG. 1A, printed circuit board traces are indicated byreference numeral110B.

Referring toFIGS. 1 and 1A,shelves103 are adapted to receive theMakita® 18 VDC Li-Ion batteries102.Shelves103 may be made of an electrical insulator such as polycarbonate.Recesses106 receive spring loadedlocks111,112. Reference is made toFIG. 1J, aperspective illustration100J of the removable cartridge energy pack/battery pack102 manufactured by Makita® and which is illustrated inFIG. 1 et seq.FIG. 1K is afront view100K of the removable cartridge energy pack/battery pack102 andFIG. 1L is aside view100L of the removable cartridge energy pack/battery pack102 illustrated inFIG. 1 et seq. Parts labeled111,112 are integral such that asbutton111 is depressed downwardly when viewingFIG. 1J against the force of an internal spring (not shown)tongue112 recedes into the battery pack enabling insertion and withdrawal into the rack which is generally denoted byreference numeral100C. In thisway tongue112 engages therecess106 of eachshelf103 and securely positions the battery into place such that it cannot be removed even if theenclosure101 is accidentally or purposefully knocked over or subject to such shock and vibration as is typically present in vehicle, aircraft, vessel, or spacecraft born applications.

Still referring toFIGS. 1 and 1A,front door portion107 is shown in the open position exposing the interior of theenclosure101 and the interior of the door.Door107 can be securely locked and padlocked to protect the power supply device through known means. A threadedscrew109 is illustrated as one way to secure the closure of the door.

Door107 includesvents117A which allow ventilation of the interior of the enclosure whendoor107 is closed. Filters may be placed overvents117A to protect from the intrusion of unwanted dust, debris, insects or other foreign matters.Fans117 located in the upper portion of thedoor107 expel warmer air from the device creating negative pressure thus drawing cooler air in throughvents117A. Duct or baffling elements (not shown) can be included to the effect of directing cooler air entering viavents117A first beneath battery racklower shelf103 wherefrom it flows upward across motherboard120 (FIG. 1B) before traversing over top of the uppermost shelf and exiting viafans117. In this way cooling of power conversion elements and other electronic and electrical elements housed onmotherboard120 is efficiently accomplished. Operation of thefans117 is controlled by themicroprocessor495 based on various temperature measurements.Wire harness122A powers fans117.

Still referring toFIGS. 1 and 1A,lip118 is affixed todoor107 and is used to temporarily store the battery rack as illustrated inFIG. 1M.FIG. 1M aperspective view100M of the removable cartridge energy pack/battery pack rack removed from theframe101 of the intelligent power supply device and stored in thedoor107 enabling maintenance on themotherboard120 in the rear of the device.Loop118A is used in conjunction with one of the threaded interconnectingrods104 to secure the rack in the door.Lip118 secures another of the threaded interconnectingrods104. Dooropen sensor108 interacts withblock108A ondoor107 to sense the position of the door. Dooropen sensor108 is interconnected to the microprocessor as indicated inFIG. 4C. InFIG. 4C the door open sensor is schematically illustrated usingreference numeral491.

Still referring toFIG. 1,wires139 are illustrated inconduit138 interconnecting withenclosure101.Wires139 include AC and DC inputs and outputs and communication lines. As previously indicated,microprocessor495 is programmable over an Ethernet connection such that once the intelligent power supply is fixed, for example, to a pole or other bulwark and electrically connected to a network access element such as a wireless access point via its Ethernet connection, it may be re-programmed periodically to carry out different algorithms or operations depending upon the management systems' commands and requirements.

FIG. 1B is afront perspective view100B of the intelligent power supply device without therack100C and without the removable cartridge energy packs102 in the rack.Motherboard120 is illustrated schematically inFIG. 1B and includes, but is not limited to: input and output circuitry; the AC/DC converter; the DC/AC inverter; the first, second, third and fourth DC/DC converters; the first, second, third, intermediate and charge DC buses; the microprocessor; interconnections between the microprocessor and the voltage and current sensors on all inputs and outputs; and, interconnections between the microprocessor and temperature sensors located in proximity to the converters.

Referring toFIGS. 4,4A,4B and4C, themicroprocessor495 makes voltage measurements at all places indicated with a “V” having a circle around it. Similarly, themicroprocessor495 makes current measurements at all places indicated with an “I” having a circle around it. Similarly, themicroprocessor495 makes temperature measurements at all places indicated with a “T” having a circle around it. It will be noticed that the temperature measurements are not indicated as being directly engaging any of the converters such as406 and414 for example illustrated inFIG. 4. Rather, these temperature measurements are made by sensors on the motherboard in proximity to the device whose temperature is being monitored. The sensors may be thermocouples, thermistors, platinum RTDs, semiconductors (temperature sensor integrated circuits) or any other device which indicates a change in temperature as a function of voltage and/or current. Voltage, current and temperature interfaces (460,461 and462) are interposed between the microprocessor and the sensors. Themicroprocessor495 may, for example, be a Texas Instruments mixed signal microcontroller capable of analog to digital conversion and digital to analog conversion and many other functions. Many other microprocessors may be used instead of the Texas Instruments mixed signal microcontroller. An onboard and/orexternal timebase463 will provide a realtime clock calendar so that time of day and date is known and it will provide a high resolution clock so as to make accurately timed measurements of system operation. Referring toFIG. 1B, afastening bar124 is affixed to theenclosure101. Another fastening bar not shown resides above themotherboard120. First and second connectingrods125,125A are affixed to thefastening bar124 and extend outwardly therefrom toward the front of the device.Nuts126 are threaded and secured to the connectingrods125,125A to position the rack (generally indicated as110C) properly within theenclosure110.Nuts126 limit the rearward travel of the rack so that the rack does not engage or come too close to the motherboard.

Still referring toFIG. 1B, communication andpower wire harness122 is illustrated as extending fromconnector121 toconnector123.Connector123 joins withconnector121A on the printed batteryinterface circuit board110. Alternatively,wire harness122 may transmit power and communication signals with theindividual shelves103A having battery interface circuits thereon. See,FIG. 1I for the example of the battery interface circuits residing on theshelves103A.Gasket128 protects the interior of theenclosure101 from rain, snow, other forms of moisture such as salt and fresh water spray, dust, insects, and other foreign and possibly degrading matter.

Referring toFIG.1C shelves103 havingapertures106 are shown in a stacked relationship separated byhollow tube spacers105.FIG. 1I is an illustration100I of one of theshelves103A of the rack having printed battery interface circuits (140,141,142,143) on and in the shelf underneath the electrical contacts/guides131,132. Guides/electrical contacts131,132 are “L”-shaped electrically conductive and metallic and are adapted to interfit with the Makita® battery packs102. Referring toFIG.1J slots112A,112B engageelectrical contacts131,132 and include battery contacts (not shown) which conduct energy to and from thebattery102. Referring toFIGS. 1D,1G and1F it will be noticed that thebatteries102 rest upon one of theshelves103 and are spaced apart from the next adjacent shelf above the battery.FIG. 1G is an enlargement of aportion100G ofFIG. 1D illustrating one of the removable cartridge energy packs102 in the rack and illustrating the gap orspace150 between the battery and the shelf. A spring loadedlock112 is illustrated residing inaperture106 of the shelf inFIGS. 1G and 1H.

FIGS. 1D-1H illustrate the example whereinwires149 are used to transmit power from the individual batteries (or other energy source) to the respective battery interface circuit which is located on and in printedcircuit board110 as illustrated inFIGS. 1C,1D and1E. In the example illustrated inFIGS. 1C-1F there are 20 battery interface circuits on printedcircuit board110. Another example (not shown) houses the 20 battery interface circuits directly uponmotherboard120 with the individual battery connections made via wires from each battery connector location on each shelf to an appropriate connector associated with the battery interface circuit housed upon the motherboard.FIG. 5 is a schematic500 of one of the microprocessor-controlled interface circuits; each individual interface circuit controls one of the removable cartridge energy packs/battery packs102,202 (see,FIG. 2) and the selective interconnection with the direct current energy pack/battery pack bus450A, thecharge bus489A, the energy pack/batterypack monitor bus495A and the energy pack/batterypack information bus495B.

FIG. 1G is an enlargement of aportion100G ofFIG. 1D illustrating one of the removable cartridge energy packs102 in the rack.FIG. 1H is an enlargement of aportion100H ofFIG. 1F illustrating one of the removable cartridge energy packs102 in the rack. When reference is made toFIGS. 1G and 1H, two of the wires referred to byreference numeral149 are viewed connected to threadedposts131A and132A bynuts131B and132B. The threaded posts and corresponding nuts also serve the function of securing the electrical contacts against the polycarbonate shelves.Posts131A,132A are viewed from above the shelves inFIG. 1C and extend through the shelves and the guides/contacts131,132. It will also be noticed fromFIG. 1C that an additional screw (unnumbered) is threaded into the guides/contacts to secure them to the polycarbonate shelf.FIGS. 1D and 1E illustrate the example where thetemperature sensor133 is located in proximity to thebattery102 and a wire(s) are connected to the sensor for communication with the battery interface circuit. All of thewires149 are connected toconnectors151 on the printedcircuit board110. Each shelf as viewed inFIG. 1E includes 4 connectors for communication with the battery interface circuit.

FIG. 1I is an illustration100I of one of theshelves103A of the rack having the battery interface circuits on and in shelf underneath the battery contacts/guides. In the example ofFIG. 1I, the shelves are made of material suitable for the formation of printed circuits thereon, for example, glass reinforced epoxy resin material. Vertically extending connectingrods104 run throughbores148 in theshelves103 andhollow tube spacers105 separate the shelves from each other.Spacers105 are stainless steel and sufficiently strong to support the shelves.

Still referring toFIG. 1I, arepresentative temperature sensor144 which may be any of those referred to above is located intermediateelectrical contacts131,132 above the 18 VDC Makita® batteries. In this example the temperature sensor is part of the printed circuit board which resides underneath theelectrical contacts131,132. As stated previously, theMakita® battery102 is a dual use battery wherein it may also be used in a cordless tool application. Other batteries including user-defined batteries may be used in a wide range of voltages and capacities. Batteries can be charged on board the rack110C within the power supply or on a separate charger not associated with the power supply device. Alternatively, an entire rack of batteries may be removed from the power supply device and connected to a special purpose external charger designed to charge any and all of the batteries in the rack. Battery power is supplied tobus450A andreference numeral147 indicates system common. Temperature sensor information is communicated using abattery information bus495B. Acharge bus489A is interconnected with each battery information circuit (140,141,142,143) printed on theshelf103A. Battery voltage information is communicated onbattery monitoring bus495A and battery control information is communicated as represented byline495Z.Reference numeral495Z represents several discrete control enable and disable channels grouped together in combination. In the example ofFIG. 1I, a connector will be employed to communicate with another printed circuit onboard110 which then communicates throughconnector121A back to the motherboard. Alternatively, eachshelf103A may communicate directly back to a connector on the motherboard as described above in descriptions pertaining toFIGS. 1D-1H.

Referring toFIGS. 1C,1D,1E and1F, thetop-most shelf103 is held in place against thespacer105 beneath it bynut138. Other fasteners may be used to hold the shelves in place.FIG. 1D is afront view100D of the rack partially populated with the removable cartridge energy packs102 in the rack.FIG. 1E is aside view100E of the rack taken along the lines1E-1E ofFIG. 1D.FIG. 1F is aside view100F of the rack taken along the lines1F-1F ofFIG. 1D. Fastening bars119 are secured above thetop-most shelf103 andfastening bars129 are secured beneath the bottom-most shelf. Each of the fastening bars119,129 includebores119A,129A therethrough for receivingrods125,125A which extend frombar124 affixed to theenclosure101. Additionally, fastening bars119,129 include bores which allow vertical threaded interconnectingrods104 to pass therethrough.Nuts138,139secure bars119,129 to the shelves. Withbars119,129 secured to the rack and with interconnectingrods104/spacers105 secured in place the rack functions as a stable and rigid unit.Bars119,129 includesbores119A,129A which allow passage ofrods125,125A therethrough as well as other rods not shown but described herein.Rods125,125A protrude from the end ofbars129 as illustrated inFIGS. 1 and 1A and nuts127 are threaded ontorods125,125A to secure the rack firmly in place within theenclosure101.

FIG. 1N is aperspective view100N a modular intelligent power supply device having twointermediate frames152,152A, each of which houses and holds a rack housing a plurality of removable cartridge energy packs/batteries. Afront cover153 is hinged155 to the firstintermediate frame152 and includes ventilating fans and ports. The firstintermediate frame152 is hinged154 to the secondintermediate frame152A. In turn, the secondintermediate frame152A is hinged156 to therear cover153A. Rear cover163A includes amotherboard160. When fully populated the modular intelligent power supply device of the example ofFIG. 1N provides twice the energy and power of the example illustrated inFIG. 1 fully populated.

FIG. 1N illustratesframe152 being partially populated and employingshelves103A having the battery interface circuits printed on the underside thereof.Frame152 may be partially populated because some of the batteries have been removed for use in other applications such as on a cordless tool. Or, the batteries may have been removed for use in another power supply or they may have been removed to enable charging on a separate stand-alone charger. It will be noted that the modular power supply device may be taken apart for maintenance by simply removing the hinge pin(s) holding the frame of interest. One major advantage of the modular design is that it enables servicing of the motherboard while maintaining (not interrupting) operation of the power supply system.

FIG. 2 is afront perspective view200 of the intelligent power supply device illustrating a plurality of removable cartridge energy packs202 in a second rack. The other removable cartridge energy packs202 illustrated are 28 VDC Li-Ion batteries made by Milwaukee®, a registered trademark of Milwaukee Electric Tool Corporation of Brookfield, Wis. The examples ofFIG. 1 andFIG. 2 provide approximately the same energy (nominally 1000 Watt-hours) and power (150 Watts) and weigh approximately 50 pounds. The example ofFIG. 2 uses 12, 28 VDC Li-ion batteries. The example ofFIG. 1N will provide approximately twice the energy (nominally 2000 Watts-hours). Different power levels may be possible in any of the described configurations. A power level of 150 Watts may be useful for powering lighter loads such as mobile wireless routers or wireless access points. A higher power level may be desirable for various transmitter or transceiver communications gear, perhaps 300 to 400 Watts. These and other power levels may be implemented via the use of appropriately sized AC/DC, DC/DC, and DC/AC conversion units within the intelligent power supply. Larger conversion units may require larger space within the power supply. Larger space may be achieved in the modular approaches ofFIG. 1 or1N by simply increasing the depth of the frame containing the motherboard or by increasing the width and height of all frame elements or both. Larger conversion units and higher power levels may also require larger fans and greater cooling capacity. Larger fans can be accommodated easily in any of the described design approaches by increasing the depth of the fan and vent frame or by increasing the width and height of all frames or both. In this way, a very wide range in the amount of backup energy and the power level of the supply can be achieved in appropriately scaled versions of the intelligent power supply.

Again referring toFIG. 1N, any number of intermediate frames may be added to the modular power supply device to achieve the amount of backup energy desired for a given application. In addition to the size of fans and vents being variable, the number of fans and vents may be increased to improve cooling capacity as the number of intermediate frames is increased as well. Power to operate the fans is provided by cabling as indicated by reference numeral122A. Power supplied to and from the battery racks housed in the intermediate frames is controlled by the battery interface circuits associated with each battery andcable122 provides transmission of that power to and from themotherboard160.Cable122 also transmits control signals from the microprocessor to each battery interface circuit. In the example ofFIG. 1N, fastening bars119,129 are fastened to each of the intermediate frames bymounts158 or the like. Buckle type latches157,157A may be padlocked for security purposes to prevent the theft of the power supply device or its components. The dooropen sensor108 allows the microprocessor to be informed if a door is opened. Using a network connection to a management system the microprocessor can then inform the management entity with a door open event alarm and can differentiate tampering versus bona fide, scheduled service so that management personnel can respond appropriately.

FIG. 2A is afront perspective view200A of the intelligent power supply device similar toFIG. 2 without the plurality of the other removable cartridge energy packs in the second rack. Similar reference numerals will be used in connection with describing the example ofFIG. 2.FIG. 2B is afront perspective view200B of the second rack illustrated inFIGS. 2 and 2A.FIG. 2C is anotherfront perspective view200C of the second rack illustrated inFIGS. 2 and 2A.

Referring toFIG. 2, 28 VDC removablecartridge type batteries202 are illustrated in a partially populated rack affixed withinenclosure201. As with the example ofFIG. 1 input and output power andcommunication wires238 are illustrated entering through anelectrical conduit238. The structural arrangement of the rack as identified generally byreference numerals200B,200C is substantially the same as the example ofFIG. 1 only modified to accommodate the physicallylarger batteries202. Referring toFIGS. 2B-2E, vertical connectingrods204 pass through bores inshelves203.Spacers205 reside over the vertical connectingrods204 and support and separate theshelves203 from each other.Spacers205 have a diameter larger than the diameter of the bars in theshelves203. Fastener bars219,229 includebores219A,229A therethrough for interconnection withrods225,225A for affixing the rack to the enclosure.Nuts227 interengage therods225,225A and secure the rack to theenclosure201. There are additional bores through the fastener bars219,219A for interconnection with the vertically extending connectingrods204. The fastener bars219,219A are mounted above the top shelf and below the bottom shelf as illustrated.Rods204 are threaded and in conjunction withnuts238 and239 provide a secure and stable rack which can be handled without twisting and bending.

Door207 operates to enable maintenance of the rack and the removal of thebatteries202. The rack can be stored overlip218 by usingloop218A to secure same and to enable maintenance on the motherboard.Fans217,power cable222A, vents217A, dooropen switch208A, and block208 operate as was explained above in connection with similar components inFIG. 1.Gasket228 keeps unwanted rain and snow out ofenclosure201 and closure means209 locks thedoor207 to the enclosure.

Referring toFIG. 2A et seq. printed batteryinterface circuit board210B is illustrated.Reference numeral210 is used to generally indicate the battery interface circuit and it will be apparent to those of ordinary skill in the art that the printed battery interface circuits (one for each battery) may reside on either the inboard side or the outboard side of theboard210.Connector221A and an unnumbered cable are used to transmit power and control signals between the battery interface circuits and the motherboard. Additional motherboard connectors are used if additional racks of batteries in additional frames are employed.

FIG. 2D is afront view200D of the second rack partially populated with the removable cartridge energy packs202 in the second rack.FIG. 2E is aside view200E of the second rack taken along the lines2E-2E ofFIG. 2D.FIG. 2F is aside view200F of the second rack taken along the lines2F-2F ofFIG. 2D.

FIG. 2G is an enlargement of aportion200G ofFIG. 2D illustrating one of the removable cartridge energy packs202 in the second rack.FIG. 2H is an enlargement of aportion200H ofFIG. 2F illustrating one of the removable cartridge energy packs in the second rack.Battery202 interconnects with aMilwaukee® connector231 and is spaced above theshelf203 as indicated by thereference numeral250. TheMilwaukee® 28VDC battery202 includes alocking mechanism211 which coacts withconnector231 to ensure that batteries are not unintentionally removed from the rack. The Milwaukee® connector includes twolips230,231 which supportbattery202 above theshelf203.Connector231 is secured to the underside ofshelf203 withscrews231A,232A as is best illustrated inFIGS. 2B and 2C.

FIG. 2I is a perspective illustration200I of the removable cartridge energy pack/battery pack202 illustrated inFIG. 2.FIG. 2I illustrates agroove231B which coacts with the lips on theconnector231 illustrated inFIG. 2G.FIG. 2J is afront view200J of the removable cartridge energy pack/battery pack202 illustrated inFIG. 2.FIG. 2K is aside view200K of the removable cartridge energy pack/battery pack202 illustrated inFIG. 2.

FIG. 2L is an example200L of a power supply which includes a three by threebattery array257 mounted in therack256 enclosed inweatherproof cabinet252 along withreceptacles255 and on-off switch254 enclosed in weatherproofelectrical box253. Electronics are indicated withreference numeral258.

In addition to the battery packs referenced above supplied by Makita® and Milwaukee®, other commercially available battery packs from other application markets are anticipated and useable as backup energy sources within the power supply. An example of such a battery pack would be theDigital DIONIC 160® power system offered by Anton Bauer, Inc. of Shelton, Conn. In any case, a shelf arrangement as depicted inFIG. 1 andFIG. 2 for specific battery pack types would be further adapted to enable use of the Anton Bauer® or any other cartridge style energy pack.

FIG. 5 is a schematic500 of one of the microprocessor-controlled battery interface circuits. An interface circuit controls one of the removable cartridge energy packs/battery packs102,202 and the selective interconnection with the direct current energy pack/battery pack bus450A, thecharge bus489A, the energy pack/batterypack monitor bus495A and the energy pack/batterypack information bus495B.

Still referring toFIG. 5, themicroprocessor495 multiplexes voltage signals from thebattery monitor bus495A and, as explained previously, is capable of converting analog to digital signals. The microprocessor enables495E the voltage monitoring of each of K batteries in the system according to clocked signals (i.e., thetimebase463, see,FIG. 4C). The battery monitor bus is isolated from the battery output/input503 by two N-channel MOSFETs519,520. The monitor enable495E applies voltage acrossresistor527 to the gate of N-channel MOSFET526 which, in turn, divides the battery voltage acrossresistor525 in proportion to the combined resistance ofresistors524 and525 and applies that voltage to the gate of P-channel MOSFET521. P-channel MOSFET521 then allows conduction of current throughresistors522 and523 dividing the voltage acrossresistor523 in proportion to the combined resistance ofresistors522 and523 and applies that voltage to the gate of N-channel MOSFETs519,520 enabling the voltage to be measured and sampled by themicroprocessor495. One exemplary P-channel MOSFET which may be used is P channel Metal Oxide Semiconductor Field Effect Transistor (MOSFET) made by International Rectifier. One exemplary N-channel MOSFET which may be used is N-channel Metal Oxide Semiconductor Field Effect Transistor made by Vishay Intertechnology, Inc. Other N-channel and P-channel MOSFETs may be used depending on the specific application.

Still referring toFIG. 5, themicroprocessor495 generates acharge enable495D voltage acrossresistor517 which drives the gate of N-channel MOSFET516 which divides thecharge bus489A voltage acrossresistor514 in proportion the combined resistance ofresistors514 and515 which in turn enables P-channel MOSFET512 allowing the application of charge bus current to thebattery102,202 by way of battery output/input503.Charge bus489A is isolated from the battery output/input503 by a diode. A representative diode which may be used is a Schottky Diode such as a 10 A Dual Low Vf Schottky Barrier Rectifier made by Diodes Incorporated. Wherever such Schottky Diode applications arise within the intelligent power supply, one may substitute an active diode oring circuit. This type of circuit prevents reverse current flow in the same way such flow is blocked by the diode. It has the further advantages of allowing forward current flow with a forward voltage drop which is substantially less than the diode. The active oring approach therefore provides diode functionality with reduced cost in terms of system power. One exemplary implementation of the active oring alternative is based upon a control IC such as International Rectifier's IR5001s used in conjunction with an appropriate N-channel MOSFET.

Still referring toFIG. 5, themicroprocessor495 multiplexes battery information signals from thebattery information bus495B and, as explained previously, is capable of converting analog to digital signals.Reference numeral501 indicates a voltage applied by avoltage regulator497A. The microprocessor de-asserts an information disablesignal495F allowing current to flow throughresistor528 and alight emitting diode532A coupling the output ofbattery102,202 acrossresistor530 in proportion to the resistance of530 in proportion to the combined resistance ofresistors529 and530 which drives the gate of N-channel MOSFET531 effectively connecting thebattery information bus495B with abattery information interface530A to the effect of sensing one or more parameters about the battery such as temperature. The battery information interface may, for example, be a temperature sensor such as that denoted earlier byreference numerals133,144. Alternatively, the battery information interface may provide access to a more or less complex communications protocol supported by a particular type of battery or energy pack, such protocol being based upon analog or digital modulated or un-modulated physical signaling mechanisms in conjunction with protocol software used to achieve higher levels of logical communications between the microcontroller of the intelligent power supply and a peer process or controller within the battery or energy pack. This approach allows a very wide range of information exchange including status information from the energy pack as well as control and command information to the energy pack to be communicated. One known example of a communications protocol used in the exchange of information with batteries is the SMBus. SMBus is the System Management Bus defined by Intel® Corporation in 1995. SMBus or other possible protocols may require multiple signals (e.g. clock and data signals). Although only oneinterface signal531 is depicted inFIG. 5 it is intended that thebattery information bus495B may be multiple signals in width and that additional switches will be included as required to multiplex additional info bus signals when they are used.

In addition to the obvious benefits of accessing battery information via thebattery information bus495B, the possibility to implement security and anti-theft functions are also important. In on scheme, energy packs (battery packs) would be disabled and unusable whenever they are outside of and independent of the power supply system. Using information secret to each power supply, and communicating via thebattery information bus495B, the power supply would selectively enable such energy packs only upon their insertion and recognition by the system. This would effectively thwart any motivation for theft of such packs (since they become useless once removed). Along similar lines, when the system detects that a pack or packs have been removed as evidenced either by voltage deficiency at the respective location on thebattery monitor bus495A or cessation of communications at the respective location on thebattery information bus495B, the power supply can note such removals and report same as an alarm or information event to its network management entities. Finally, the insertion of unauthorized or counterfeit packs may similarly be detected and reported.

Still referring toFIG. 5,reference numeral501 is a voltage source from thevoltage regulator497A and themicroprocessor495 generates apower enable495C voltage acrossresistor511 voltage to drive the gate of N-channel MOSFET507 allowing the division of battery voltage acrossresistor510 in proportion to the sum of the resistance ofresistor509 andresistor510. The divided voltage is applied to the gate of P-channel MOSFET508 permitting conduction of current from the battery output/input503 to the directcurrent battery bus450A. In general, the switching circuit just described usingMOSFETs507 and508 in conjunction with various resistors, voltage sources, and control signals is representative of one implementation for switching functions depicted in other parts of the figures such aselements413 and425 inFIG. 4 and evenelements550 and550A inFIG. 5 itself.Diode505 permits forward current in the direction of the dc battery bus only and could be implemented at least using either the Schottky Diode or active oring circuits mentioned previously in conjunction with the discussion surroundingcharge bus489A.

Still referring toFIG. 5, aswitch550 is schematically indicated as interconnected withRsense bus560. A Kth battery interface circuit is illustrated as being connected to theDC Battery Bus450A to emphasize that there are K battery interface circuits. The Kth battery is also interconnected viaswitch550A toRsense bus560.

The structure and function disclosed herein can be used in automobiles and other vehicles. Specifically, the structure and function of the instant invention can monitor the performance of a Lithium-ion powered automobile to determine the performance of individual battery packs or individual battery cells within the packs. This enables the clusters or groups of Lithium ion batteries to be used in a vehicle such that these clusters operate and function as a “gas” tank or more appropriately as an “energy” tank. The microprocessor used herein notifies the driver of the status of his energy tank thus informing the driver that it is time to refuel. The driver then stops at a service station where one or more of his battery packs is removed from his vehicle and exchanged with freshly charged battery packs or groups or clusters of battery packs. The driver is given credit for the energy stored within his packs or clusters or groups of battery packs. In this way operation of battery powered electric vehicles becomes just like operation of a gasoline driven vehicle.

All of the switching (selectively coupling) performed by the battery interface circuits is programmable with respect to operation of the rack of batteries and also with respect to other system inputs and outputs.

FIG. 7 is a schematic700 illustrating up to K removable cartridge energy packs/battery packs701,702,703 selectively interconnected withN load buses706,707,708, asense resistor603, anRsense bus560, acharge bus489A and amonitor bus495A. A plurality ofswitches710 are shown each of which is controlled bymicroprocessor495.MCU495 receives inputs as described previously in connection withFIG. 5 and also receives inputs as indicated schematically in connection withFIGS. 4,4A,4B and4C including voltage, current, and temperature inputs.FIG. 7 also illustratesdiodes711 to inhibit reverse current flow with respect to eachload bus706,707,708 and thecharge bus489A. Theload buses706,707,708 may be selectively disconnected from the load by the microprocessor.

FIG. 6 is a schematic600 for obtaining load and removable cartridge energy pack/battery pack102,202 information for use by themicroprocessor495.Battery102,202 includes anenergy source Vbat607 and aninternal resistance Re608.Monitor602 measures the terminal output voltage across thebattery102,202. Thebattery102,202 is selectively interconnected (coupled) byswitch604 with a user defined load or loads601 and is also selectively interconnected (coupled) byswitch605 with asense resistor603 of known resistance.

Still referring toFIG. 6, three measurement processes are implemented. In the first process or first algorithm, thebattery102 is selectively connected to and disconnected from the user definedload601 usingswitch604. Voltage measurements are made by the voltage monitor602 withswitch604 closed to obtain the voltage across the user defined load (Vcc-voltage closed circuit user defined load) and with the switch open to obtain the terminal output voltage across the battery102 (Voc, voltage open circuit). In thisprocess switch605 disconnectssense resistor603 from thebattery102 at all times.

Still referring toFIG. 6, in the second process or second algorithm, the user definedload601 is selectively disconnected byswitch604 from thebattery102 while voltage measures are being taken. Voltage measurements are made by the voltage monitor602 withswitch605 closed (Vcc-sr, voltage closed circuit-sense resistor) and voltage measurements are made by the voltage monitor602 with theswitch605 open (Voc, voltage open circuit).

Still referring toFIG. 6, in the third process or third algorithm, the user definedload601 is selectively connected to the battery byswitch604 at all times.Switch605 is selectively connected to and disconnected from thesense resistor603 usingswitch605. Voltage measurements are made across thesense resistor603 in parallel with the user defined load Vcc(sr∥ul)(voltage closed circuit, sense resistor∥user defined load) when theswitch605 is closed. Voltage measurements are also made across the user defined load Vcc(ul) (voltage closed circuit-user defined load) whenswitch605 is open.

In the first and second algorithms the closed circuit current, for example, the load current (Icc) may be obtained by:
Vload=Vbat−Vrbat  (1)

where Vload=Vcc(ul) (voltage closed circuit-user defined load) or where Vload=Vcc(sr) (voltage closed circuit-sense resistor) and Vrbat is the voltage drop across Re during the condition when Vload is established, and where Vbat=Voc, substituting
Voc−Vcc=Vrbat  (2)
assuming Rbat (Re) is known, dividing
Vrbat/Rbat=Icc  (3)

Alternatively, assuming the load current, Iload, whether it be through the user defined load (ul) or the sensor resistor load (sr), is known, then
Re=(Voc−Vcc(ul)/Iload or,Re=(Voc−Vcc(sr))/Iload  (4)

In the third algorithm, Rbat (Re) and Rsense (Rs) are known from prior determination. We measure Vcc(ul) (voltage closed circuit-user defined load) and Vcc(sr∥ul) (voltage closed circuit, sense resistor∥user defined load). Icc(ul) (current through the user defined load) is determined as follows:
Vcc(ul)=Vbat*Rload/(Rload+Rbat)  (5)
and,
Vcc(ul∥sr)=Vbat*(Rload∥Rsense)/((Rload∥Rsense)+Rbat),  (6)
where
Rload∥Rsense=Rload*Rsense/(Rload+Rsense), solving for Rload  (7)
Rload=Rbat*(Vcc(ul)−Vcc(sr∥ul))/[Vcc(sr∥ul)(1+Rbat/Rsense)−Vcc(ul)],  (8)
and, once Rload is known then the current through the load and the battery can be determined by dividing Vcc(ul)/Rload=Iload.

The current through the parallel combination of Rsense and Rload can be calculated by:
Icc(ul∥sr)=Vcc(ul∥sr)/(Road*Rsense/(Road+Rsense)  (9)

In the third algorithm, if the load current, Iload, through Rload is known by measurement, then Rload can be calculated by:
Vcc(ul)/Icc(ul)=Rload,  (10)
and once Rload is known, then Rbat=Re can be calculated fromequation 8 if Vcc(ul), Vcc(sr∥ul) and Rsense are known.

If the current through the user defined load is known and if the internal resistance of the battery, Re, is known then a calculation of the voltage drop across the internal resistance of the battery can be made. Batteries, and in particular Li-Ion batteries, may be damaged if they are operated below a critical voltage which inferentially indicates that the state of charge is too low. Current flow through the battery, therefore, provides valuable information about the battery enabling the user or system to decide whether a measured terminal voltage is due to a high load or is due to a low state of charge operation. Li-Ion batteries which are drained below a protective state of charge may be permanently damaged. Therefore, the microprocessor may selectively disconnect a particular back-up battery if its state of charge is too low. The microprocessor may decide to charge the particular battery if its state of charge is approaching a critical value or the microprocessor may supply charge current which is summed with the current available from the particular battery of interest and continue the contribution (albeit diminished now by the amount of the added charge current) of that battery as an energy source.

If the discharge current through the load, Iload, is known or if the charge current into a battery, Icharge, is known by a current measuring device then Re can be determined as indicated above. Re is important because it varies as a function of temperature, age, and other conditions of the battery and may indicate trouble with or end of life for the battery. Therefore, the microprocessor may selectively disable a particular back-up battery depending on a calculated Re, or the microprocessor may signal an alarm event to inform the network management entity of the inferred problem with a particular battery. An intermediate possibility exists wherein the microprocessor deploys or uses (connects to loads) each battery with a duty cycle proportional in some predictable way to the inferred health of each battery. For example, an older failing battery will be used seldom (but not go completely unused) compared to a brand new battery having maximal energy which will be used often and preferentially. In this way, for a given population of K batteries in the system, the microprocessor may proceed to deploy these batteries in such a way that tends to equalize the health or electrical status of all. Another valuable function of the system rests on the microprocessor's ability, via the measurements of voltage, current, and temperature, to estimate the absolute capacity of each particular battery or energy source during a discharge followed by a charge cycle. The microprocessor can connect a particular battery to a load until such time as its state of charge is seen to be approaching 0% (fully discharged). From that point, the microprocessor can disconnect said battery from the load and connect said battery to the charge bus. The microprocessor can monitor the current over the time of charge of the particular battery until an appropriate charge termination event such as a voltage or temperature event indicates completion of charge and arrival by the battery at the 100% state of charge level. The record of current multiplied by time increment during the charge cycle then indicates the electric charge imparted to the battery in the transformation from 0% to 100% state of charge. In the case of a coulombic efficient battery chemistry such as lithium-ion, the charge transferred will rather directly reflect the charge capacity at 100% state of charge. This capacity compared to the corresponding capacity of a new, unused battery will in turn reflect the age or conversely remaining useful life of the battery. For example, when the battery charge capacity at 100% state of charge falls below 50% or the new charge capacity, the battery may be nearing the end of its useful life. In other cases where the chemistry is not 100% charge efficient, the 100% state of charge energy will nonetheless provide insight and inference into the state of health of the battery. As mentioned earlier, in either case whether the battery chemistry is charge efficient or not, estimation of the inherent resistance of the battery (Re) in light of the prevailing temperature of the battery will also provide valuable inference into the state of health of the battery.

FIG. 4 is a schematic400 illustrating an alternatingcurrent input401 converted to a direct current by an AC/DC converter406. Theoutput406A of theconverter406 is selectively switched by switch407 to interconnect with a direct currentintermediate bus412B and/or is selectively switched by switch408 to a second directcurrent bus412A and/or is selectively switched to a third directcurrent bus412C byswitch409.Output406A of the converter is coupled viaconnection403 to the MCU495 (see,FIG. 4C).

All of the elements indicated and described onFIGS. 4,4A,4B and4C are mounted on the motherboard (printed circuit board). All of the elements are scalable. For instance, one example of the system may provide 1000 Watt-hours of energy and can supply power nominally at 150 Watts. Another example may supply 4000 Watt-hours of energy and can supply power at 800 Watts, etc.

Still referring toFIG. 4,diode423 ensures that current flows from the output of the AC/DC converter to the direct currentintermediate bus412B but not the reverse.Diodes410 and411 similarly ensure that current flows from the output of the AC/DC converter to the second directcurrent bus412A and the third directcurrent bus412C, respectively, but inhibits flow in the reverse direction. The AC input is converted using AC detect404 into a direct current voltage to whichmicroprocessor495 is selectively coupled to measure allowing thevoltage405 of the AC input to be thereby estimated. Current flowing through theAC input401 is sensed by a current detector andmicroprocessor495 is selectively coupled to measure the current405A. Theoutput406A of the AC/DC converter is selectively coupled to the microprocessor to measure thevoltage412.

The AC/DC converter may for example be a 150 Watt enclosed single out switcher capable of accepting 85-264 VAC input with a 24 VDC output, manufactured by Cosel. Other AC/DC converters may be used which are capable of converting a larger or smaller VAC input and are capable of producing much higher or lower VDC outputs at much higher or lower wattage. Virtually any AC input may be accepted by the power supply device and converter with a properly selected converter.

Still referring toFIG. 4, the current output of the AC/DC converter406 is sensed and selectively coupled to the microprocessor to measure the current412D. A temperature sensor may be located on the motherboard in proximity to the AC/DC converter and is selectively coupled with the microprocessor to measure thetemperature412E.

The direct current bus may operate over a wide range of voltages and currents as determined by user specifications and the requirements of a particular application. Typical voltages of the direct currentintermediate bus412 are expected to be in the 12-30 VDC range to enable supply of the intermediate bus not only from an AC/DC converter but also from back-up energy sources such as removable cartridge direct current batteries which may or may not be dual purpose batteries.

Still referring toFIG. 4, the direct currentintermediate bus412B is selectively interconnected byswitch413 to a direct current to alternatingcurrent converter414 providing an alternatingcurrent output417 and/or the direct currentintermediate bus412B is selectively coupled byswitch425 to a first directcurrent output421 and/or the direct current intermediate bus is selectively coupled viaswitch425A to a third direct current to directcurrent converter427 to provide second426 and third428 direct current outputs.Voltage output424,current output424A andtemperature424B of the direct current to directcurrent converter427 are monitored by the microprocessor. Theinput voltage419 to the direct current to alternating current converter is monitored by themicroprocessor495. The alternatingcurrent output voltage416 ofconverter414 is converted bydetector415 and monitored by the microprocessor, as is the output current416A.Temperature416B of the direct current to alternatingcurrent converter414 is also monitored by the microprocessor. Thevoltage420 and current420A of the first421 direct current output are monitored bymicroprocessor495.

The direct current to direct current converters may, for example be 10-32 VDC converters supplied by ACON. The AC/DC inverter may be a 150 Watt inverter supplied by CD Media Corp.

When the phrase “monitored by the microprocessor” is used herein it means that themicroprocessor495 converts a parameter such as voltage, current or temperature from an analog to a digital signal and then processes that signal data according to a well defined algorithm.

Selective coupling or connection is accomplished by the microprocessor and its control of the switches which interconnect the buses to the sources. As described above, the output of the AC/DC converter is bused406A toswitches407,408 and409 in parallel leading to respective buses. The microprocessor controls switches407,408 and409 (which may be implemented using P-channel MOSFETS or other suitable electronic or mechanical switches) according to system voltages, currents and temperatures of the inputs (including the back up batteries), outputs, buses, and converters according to pre-defined programming or specified manual control. For instance, there may be situations when the user defines to preferentially use a particular input despite the availability of other inputs. An example may be a military application where it is decided to use the back up batteries as the energy source despite the availability of a direct current source from a vehicle so as to not deplete the batteries of the vehicle in a combat situation. As a further example, the microprocessor may infer from the level of the DC input representing the vehicle input whether or not the vehicle is running and correspondingly whether or not the vehicle's charging circuit is actively supplying current. With this information, the system can implement a control plan wherein the power supply load is sourced by the vehicle when it is running, by the backup batteries when the vehicle is not running, and then again by the non-running vehicle battery after the backup batteries are depleted to a specified level (say 5% state of charge). Finally, the load can be disconnected when both the vehicle and backup batteries have reached a pre-defined low state of charge. In this way, the intelligent power supply has maximized the run time of the load while maintaining the best disposition of vehicle reserve battery energy, and in the end, at least sufficient residual vehicle battery energy to guarantee the ability to start the vehicle.

FIG. 4A is a schematic400A of a first430 direct current input, a second439 direct current input and a third directcurrent input450A (battery pack array) each of which is selectively coupled to the direct currentintermediate bus412B, and/or the first directcurrent bus412J and/or, the second directcurrent bus412A and/or the third directcurrent bus412C. The first directcurrent input430 is bused430A and is selectively coupled byswitch431 with the direct currentintermediate bus412B and/or is selectively coupled viaswitch432 with the first directcurrent bus412J and/or is selectively coupled byswitch432A with the second directcurrent bus412A and/or is selectively coupled byswitch433 with the third directcurrent bus412C.Diodes434,435,436, and437 are located downstream from their respective switches and ensure current flow frombus430A to the respective buses and not the other way around.Voltage438 and current438A supplied by the first directcurrent input430 is monitored by themicroprocessor495.

Third direct current input is a battery pack described herein above in regard toFIGS. 1,2,5,6 and7. An array of batteries arranged in parallel supplies power tobus450B. The individual batteries may be of different individual voltages and chemistries and their use is controlled by the battery interface circuits described above employing a selective coupling system together with diode protection.

Still referring toFIG. 4A, the third directcurrent input450A is bused450B and is selectively coupled byswitch451 with the direct currentintermediate bus412B and/or is selectively coupled byswitch452 with the first directcurrent bus412J and/or is selectively coupled byswitch453 with the second directcurrent bus412A and/or is selectively coupled byswitch454 with the third directcurrent bus412C.Diodes455,456,457, and458 are located downstream from their respective switches and ensure current flow frombus450B to the respective buses but inhibit the reverse flow. The switches may be P-channel MOSFETs and the diodes may be Schottky diodes.Voltage459 and current459A supplied by the third directcurrent input450A is monitored by themicroprocessor495. Each of the directcurrent inputs430,439,450A. The AC/DC converter406 and the first andsecond converters475,483 are protected against over-current and over-voltage conditions using devices such as fuses or PTC thermistor devices and Metal Oxide Varistars (MOVs) or other transient voltage suppression techniques.

Still referring toFIG. 4A,charge bus489A is interconnected with the third direct current input so as to enable selective recharging or load sharing as described above in connection withFIG. 5, the battery interface circuit.

Still referring toFIG. 4A, the second directcurrent input439 is bused (439A) and is selectively coupled byswitch440 with the direct currentintermediate bus412B and/or is selectively coupled byswitch441 with the first directcurrent bus412J and/or is selectively coupled byswitch442 with the second directcurrent bus412A and/or is selectively coupled byswitch443 with the third directcurrent bus412C.Diodes444,445,446, and447 are located downstream from their respective switches and ensure current flow frombus439A to the respective buses but not in the reverse direction. The switches may be P-channel MOSFETs and the diodes may be Schottky diodes.Voltage448 and current448A supplied by the third directcurrent input450A is monitored by themicroprocessor495.

Still referring toFIG. 4A, third directcurrent bus412C is coupled to fourth directcurrent output470 and itsoutput voltage470A and current470B are monitored by themicroprocessor495. The third directcurrent bus412C may also be selectively coupled viaswitch474 to the fourth direct current to directcurrent converter473 which outputs to the fifth471 and sixth472 direct current outputs.Voltage473A and current473B and thetemperature473E of theconverter473 are monitored by themicroprocessor495.

FIG. 4B is a schematic400B illustrating the first directcurrent bus412J interconnected with a first direct current to directcurrent converter475 and theoutput475A of the first direct current to directcurrent converter475 selectively coupled to the direct currentintermediate bus412B and/or the third directcurrent bus412C and/or the directcurrent charge bus489A. Theoutput bus475A is selectively coupled viaswitch477 with the direct currentintermediate bus412B and/or is selectively coupled viaswitch478 with the third directcurrent bus412C and/or is selectively coupled viaswitch479 with the directcurrent charge bus489A.Diodes480,480A, and481 are located downstream from their respective switches and ensure unidirectional current flow frombus475A to the respective buses. The switches may be P-channel MOSFETs and the diodes may be Schottky diodes.Voltage482 and current482A of the first direct current to directcurrent converter475 as well astemperature482E in the proximity of the converter are monitored by themicroprocessor495.

Still referring toFIG. 4B, the second directcurrent bus412A is interconnected with the input of a second direct current to directcurrent converter483 and theoutput483A of the second direct current to directcurrent converter483 is selectively interconnected to the direct currentintermediate bus412B and/or the third directcurrent bus412C and/or the directcurrent charge bus489. Theoutput bus483A and is selectively coupled viaswitch484 with the direct currentintermediate bus412B and/or is selectively coupled viaswitch485 with the third directcurrent bus412C and/or is selectively coupled viaswitch486 with the directcurrent charge bus489A.Diodes484,485, and486 are located downstream from their respective switches allowing current to flow frombus483A only in the direction of therespective buses412B,412C, and489A. Once again, the switches may be P-channel MOSFETs and the diodes may be Schottky diodes.Voltage490 and current490A of the second direct current to directcurrent converter483 as well astemperature490A in the proximity of the converter are monitored by themicroprocessor495. Thecharge bus489A is interconnected with the removable cartridge energy pack rack.

Again referring toFIG. 4B, it can be seen thatmicroprocessor495 has the ability via converter outputvoltage control interface495X to control the output voltage of DC/DC converter elements475 and483. The microprocessor can decide, upon measuring the voltages and currents in different channels within the system, a best output voltage adjustment for each DC/DC converter such that the mix of power provided by each channel is thereby optimized according to some pre-defined goal of the system. For example, a goal of utilizing 30% current fromfirst DC input430 along with 70% current from third DC input representingbackup batteries450A can be realized by switching first DC input to power first DC/DC converter, switching third DC input to power second DC/DC converter, and adjusting first DC converter voltage output and second DC converter voltage output up or down as required so that the current sensed at482A compared to the current sensed at490A are in the proportions 3:7. The scenario described is one from the category of control algorithms allowing intelligent power mixing. As compared to an all or nothing contribution decision represented by a simple switch, power mixing allows a continuum of adjustments regarding how much power is utilized from each source.

The converter voltage output control can be further understood by viewingFIG. 52 signals DAC_DATA, DAC_SCLK, and DAC_SYNC_1 emanate from U34 MCU and go toFIG. 57 D1 DAC (Digital to Analog Converter) U50 where four analog voltage outputs are generated, DAC_DC1_TRIM_1 through DAC_DC4_TRIM_1. These signals route for amplification to respective amplifier circuits U48, U49, U51, and U52. These amplifiers in turn generate voltage control output signals DC1_TRIM_1 through DC4_TRIM_1. These signals connect to the respective DCDC converter TRIM input pins onFIG. 39 (DCDC1 U3 or U4)FIG. 41 (DCDC2 U5 or U6)FIG. 58 (DCDC3 U57) andFIG. 46 (DCDC4 U11).

Power mixing is important as one or more direct current to direct current converters are arranged in an oring fashion. For example, a user defined direct current input source may be combined with the arrayed battery direct current input source comprising a plurality of batteries for the purpose of supplying one or more user selected loads in parallel. A first direct current to direct current converter may be coupled with the user defined direct current input source and a second direct current to direct current converter may coupled with the arrayed battery direct current input source, and, as just described the first and second converters have adjustable output voltages.

A microprocessor coupled to the first and second converters controls the output voltages of the converters and the contribution of each of the direct current sources to the energy flowing on the DC bus(es) fed by both converters. Secondly, the converters may be coupled together as illustrated inFIG. 4B using diodes such as Schottky diodes. Since the microprocessor measures the current and voltage output by each converter as well as the current and voltage of the respective inputs supplying said converters, it is possible for the microprocessor to adjust the output voltages of each converter to achieve several end goals including controlling the current, voltage, or power of each input, controlling the current, voltage, power, or temperature of each converter, and/or controlling the current, voltage, or power of the load bus(es). Finally, since the voltages of the converters are controlled according to net input, converter, or load characteristics measured by the microprocessor on a continuous basis, the control process will cancel out varying characteristics such as forward voltage drop of the diodes or varying characteristics of the converters of other components employed in the circuits. That is to say that the control process has the advantages of a closed loop process running to measured as opposed to predicted response variables.

The functions of measuring currents in the respective input, conversion, and output channels is further illuminated. Shunt resistors are placed in the negative leg of the component whose current is to be measured, e.g.FIG. 46 U11 pin8 (VOUT_Negative) connects to point DCDC4_OUT_N. AtFIG. 56 this signal connects to GROUND via a shunt resistance formed by resistors R207 and R208 in parallel (0.0025 ohms net). The small voltage developed across this shunt resistance is proportional to the current flowing and is amplified in the example by differential amplifier formed around Op Amp U47. The output voltage from U47 is scaled suitably for measurement by the MCU Analog to Digital converter and is enabled onto the measurement bus for that purpose via an electronic switch formed by Q108 and Q109. In this way the MCU can determine the current in any of the “I” circled points (e.g.490A,482A) networked to themicroprocessor interface461 at any moment in time (seeFIGS. 4B and 4C).

Voltage measurements (e.g.490,482) are made similarly by appropriate scaling by resistive voltage dividers and electronic switch multiplexing onto an ADC input channel of the MCU representing theinterface460 again inFIGS. 4B and 4C.

Temperature measurements (e.g.490E,482E) are made similarly by using NTC thermistor devices in a voltage division network such that the voltage measured by the MCU via another multiplexed ADC input channel represented byinterface462 inFIGS. 4B and 4C is proportional to the thermistor resistance which in turn is non-linearly indicative of the thermistor's temperature.

Exemplary modes of switch control are disclosed herein. The many system switches such as those depicted inFIGS. 4,4A,4B,4C, and5 are controlled via digital signals developed in the serial to parallel data conversion circuits atFIGS. 47-50. Using a few interface signals, the MCU can serially program these daisy chained serial to parallel conversion circuits and cause their many parallel outputs to update to the desired control states (on or off, controlling whether corresponding switches are open or closed).

FIG. 4C is a schematic400C illustrating themicroprocessor495, its power supply (voltage regulator)497A and interfaces. Thevoltage regulator497A may be a 3.3 VDC regulator from National Semiconductor. The voltage regulator outputs 3.3 VDC to terminals represented byreference numeral501 inFIG. 5, the battery interface circuit. The alternating current to directcurrent converter403, the first directcurrent input bus430A, the second directcurrent input bus439A, the third directcurrent input bus450B and an independentreplaceable battery497 are supplied in parallel to the voltage regulator to ensurepower497A and control of the power supply device.Voltage496 of the battery is monitored by the microprocessor to inform the user thatbattery497 is low. Also schematically indicated areinterfaces464,465,466, and467 with a plurality of back-up energy subsystems which may be a rack of rechargeable batteries.Voltage460, current461 and temperatures from the individual components mounted on the mother board are indicated as well as a time base for clocking measurements, controlling the switching and communicating internally and externally. Theinterface495X converter output voltage control interface which allows the microprocessor to control and adjust the voltage (and thereby current) of each DC/DC converter in the system is also depicted.

Still referring toFIG. 4C, other inputs to the microprocessor includes a dooropen sensor491, power supplyambient temperature492,status LEDs494,fan interface498,serial interface499 andEthernet interface499A. The serial interface may be used in conjunction with a service computer to interface to all status and control features of the intelligent power supply. Likewise, the Ethernet interface may be used for local interface and inquiries or may be used to connect the intelligent power supply to a network whereby its management functions may be implemented from client computers anywhere in the world having network access.Switches493 indicate globally the control of all switches on the motherboard for directing and routing power, and all switches for all of the battery interface circuits. There may also be pushbutton or other user input switches which are sensed and upon actuation responded to by the power supply controller.

FIG. 8 is anillustration800 of the processing steps used in a configurable microprocessor control algorithm including: measuring voltages and currents of I inputs, Q outputs, M buses, and K back-upbatteries801; measuring temperatures of L converters and K back-upbatteries802; analyzing measurements to determine optimal power switching803; changing up to S switch states and V converter output voltages as required to optimizepower distribution804, and periodically updating all measurements and repeating all of thesteps805.

FIGS. 9A and 9B deserve in depth study as many of the features, benefits, and potential uses of the scalable intelligent power supply invention are depicted therein. Scalable Intelligent Power Supply blocks are shown901A through906A, each having a unique Internet Protocol (IP) address assigned as exemplified at906I. The unique IP address coupled with the Ethernet interface shown at499A along with appropriate software contained inMCU495 allows each power supply to communicate in a network fashion with each other, other equipment such as IP peripherals such as901C,902C, or903C, as well as management computers and systems such as those depicted at905B and906B. This communications allows information to be exchanged pertaining to the status or operating mode of the power supplies or other equipment. For example, a status report screen is depicted schematically atnetwork management computer905B with related close up view in905H.905H depicts a report originating frompower supply902A having IP address 192.300.282.3. It can be seen that the status information includes details pertaining to the voltages, currents, temperatures, and utilizations as applicable for each input, converter, output, or battery within said power supply. That fact that this power supply is operating on behalf ofseismometer3 as well as its location in coordinates of latitude and longitude is also reported. This information is beneficial to efficient management of the overall system as well as each particular node. Other computers including the management computer at906B and ad hoc computers such as laptops in the field can also access this information. Appropriate security mechanisms including information encryption and password protection are envisioned as an integral part of the intelligent power supply system.

Several power supply use scenarios are depicted inFIGS. 9A and 9B.Scenario1 at901 depicts a power supply interfaced to awireless router901B and avideo camera901C capable of transmitting video over Internet Protocol (VOIP). The interfaces include apower interface901F to the VOIP camera and both apower901F and anEthernet interface901G to the wireless router whereby its Internet Address901I renders it reachable from anywhere on the Wide Area Network (WAN)908. The power supply is also interfaced to astreet light901D whereby it receives input power viainterface901E. The specification for the scenario contained indescriptive block901 indicate that the combined load requirements for the wireless router and the VOIP camera add up to 55 Watts. The output power type might be AC or DC voltages of appropriate levels depending upon the requirements of the load devices. The scenario also specifies that input power fromstreet light901D will be intermittent, i.e., switched on 8 hours and off 16 hours of each day. The power supply will therefore power the camera and router from battery backup power for 16 hours while the street light power is disabled (presumably during daylight hours) and will power the camera and router loads as well as recharge the backup batteries for 8 hours while the street light power is enabled. Should power fail unexpectedly during any interval, the power supply will switch instantly to backup battery power so that operation of the loads goes without interruption until input power is re-established. At all times, the power supply will measure and estimate the amount of backup energy available and compare this to the amount it knows to be required for operation to proceed without interruption in the normal course of power cycling (8 hours on, 16 hours off). It will be an important feature of the power supply system to be able to predict energy deficiencies and subsequent power inadequacies and report same as an information or alarm event to its network management entities well in advance of such an event occurring. This report coupled with the capability of hot-swappable battery packs will allow maintenance personnel to visit the location in advance of power running out and swap an adequate complement of worn batteries for freshly charged ones to preclude the power failure.

Often peripherals such as theVOIP camera901C involved in outdoor deployments such as thestreet light scenario901 will require ancillary heating under cold environmental conditions in order to maintain correct operation. This requirement is conventionally addressed with the addition of a heater device which would also be powered by the power supply. This increases the power level and backup energy required in the power supply accordingly, an appropriate heater costing an additional 20 to 30 Watts by way of example. The opportunity arises, with the intelligent power supply, to accomplish the requirement for ancillary heat more efficiently. In particular, heat is generated inside the power supply as a result of operation of voltage conversion units, charging of batteries, and power dissipation in the electronic and electrical components of the power supply system in general. If the power supply is connected via a duct or conduit such as that schematically depicted by901J, air warmed within the power supply by aforementioned phenomenon may be conveyed to the peripheral device requiring ancillary heat. The ducting may be accomplished coaxially in the conduit already positioned to convey the power cables or may occur via a separate conduit placed expressly for the heating purposes. A fan inside the power supply, controlled byMCU495, may be used to produce the desired air flow. The power supply may control the amount of warm air, if any, based upon its measurement of external temperature, its measurement of its internal air temperature, and communications of information via its Ethernet connection with either the peripheral requiring heat and/or its network management systems.

Scenario2 at902 depicts what might be instrumentation (seismometer902C) deployed in a sunny, remote location such as the American southwest desert. In thiscase power supply902A powers theseismometer902C as well as a wireless network access device902B. Power will be available to the power supply viasolar panel902D, ordinarily over the course of 12 hours of daylight only. During the dark periods the power supply must operate from its backup energy sources. Cloudy days may occur when the “dark period” is extended from 12 to perhaps 48 or more hours. Therefore, a typical deployment may utilize additional backup energy frames such as those depicted inFIG. 1N to achieve the requisite backup energy reservoir needed for prolonged, input-power-deprived operation.

Scenario903 depicts a mobile, vehicle born application whereinpower supply903A derives input power fromvehicle903D when available, charging its backup energy sources and powering its loads includingnetwork access device903B and Voice overIP telephone903C. The power supply may be programmed to be cognizant of the state of the vehicle power system. TheMCU495 may infer from voltage measurements of the DC input coming from the vehicle whether or not the vehicle is running and actively charging its own battery. In the case where the vehicle is running, its power may be the preferred source. In the case where the vehicle is not running, it may be preferred to power the loads from the backup energy sources within the power supply thus preserving the vehicle battery maximally. It may also be possible to remove (disconnect) from the vehicle altogether and transport the power supply along with it wireless router and telephone to a different location, perhaps another vehicle or outpost having a different power source available. It may then be possible to reconnect the power supply to a new power source when available and re-charge any backup energy that was used in the transition between power sources all the while operating the network interfaces and telephone (or other peripherals) without interruption.

Scenarios904,905, and906 depict power supply applications wherein input power is provided by a dedicated, full time AC outlet. The only interruptions expected are those interruptions that occur on occasion in the utility grid (black out or brown out events). These interruptions may be infrequent and of typically short duration. Therefore, it is possible that the backup energy required in thesepower supplies904A,905A, and906A may be substantially less than that required in the previously described scenarios. The advantage of the scalable power supply architecture would then allow few backup energy packs to be populated (a partial rack full) and therefore allow a lower cost for the required system. Alternatively, one or more of the fixed computers or network interfaces may desirably have extended backup time to cover an extended power outage. The precise number of energy packs and/or the desired number of frames of power packs may be applied to each node as desired or required on a node-by-node energy/backup time requirement basis. Finally, it may be possible that power outages may exceed the interval for which backup power has been designed. The power supply has the advantages of being able to accurately predict the amount of backup power remaining, communicate anticipated backup energy deficits well in advance via its network interface, and remain functional for additional extended periods by the mechanism of hot swapping energy packs via maintenance intervention.

FIG. 10 illustrates exemplary power supply generation circuits whereinreference numeral1001 indicates a negative 3.3V supply andreference numeral1002 indicates a positive 6.6V supply.

FIG. 11 illustrates exemplary microprocessor-controlled battery interface circuits, detailed example, (1 of20).Reference numeral1101 is the discharge control switch circuitry, as described in connection withFIG. 5 above. Chargecontrol switch circuit1102 is shown in exemplary fashion and has been described in connection withFIG. 5 above. Battery monitorbus multiplex circuit1103 has been described above in connection withFIG. 5. And, battery informationbus switch circuit1104 has been described above as well in connection withFIG. 5.Connector1105, by which battery bus and switch control signals are connected with other system elements including the microprocessor and power conversion units, is illustrated inFIG. 11.FIGS. 12 through 30, are exemplary of battery interface circuits like the one just described in connection withFIG. 11 andFIG. 5.Reference numerals1200,1300,1400,1500,1600,1700,1800,1900,2000,2100,2200,2300,2400,2500,2600,2700,2800,2900 and3000, illustrate the nineteen additional microprocessor-controlled battery interface circuits. Any number of battery interface circuits may be employed.

The circuitry and control methodology described herein is equally applicable to use of modular energy supply systems in automobiles. For instance, the control methodology described herein may be used in connection with Lithium ion batteries used in an automobile. In this way, the batteries may be removed from the automobile and recharged at a service station and then replaced into the vehicle fully charged. The batteries may be separately removed from the automobile or they may be removed in groups. The invention as taught and described herein enable the evaluation of individual batteries and the evaluation of the energy remaining in the batteries at the time they are swapped out (exchanged) for fully charged batteries. In this way a motorist can effectively refuel his or her vehicle and proceed on his or her way without worrying about stopping to charge the batteries which is time consuming as the recharge time for Lithium ion batteries is considerable. Having the ability to quickly swap the batteries in a Lithium ion car enables the driver to get credit for the energy in his “gas” tank. In reality the teachings of the instant invention enable the driver to effectively have an “energy tank” as compared to a “gas tank.”

FIG. 31 illustrates3100 exemplary AC input and AC/DC converter circuits which are described elsewhere hereinabove in connection withFIGS. 4,4A,4B,4C and5.Reference numeral3101 indicates input terminals for AC line, neutral, and ground.Reference numeral3102 indicates an AC input fuse which protectsconverter406.Reference numeral3103 is an AC input transient voltage suppressioncircuit protecting converter406.Reference numeral3104 is an indication of an AC detect circuit, as described elsewhere referring toFIG. 4,reference numerals404,405.Reference numeral3105 indicates in an exemplary fashion AC/DC converter, as described elsewhere referring toFIG. 4,reference numeral406.Reference numeral3106 is exemplary of AC/DC temperature sensing circuit, as described elsewhere referring toFIG. 4,reference numeral412E.Reference numeral3107 indicates AC/DC converter DC output voltage selective coupling as described elsewhere referring toFIG. 4 (reference numerals406A and412).

FIG. 32 illustrates3200 exemplary AC/DC converter DC output voltage bus connection switches.Selective coupling circuits3201 are illustrated for AC/DC to DC NT BUS, as described elsewhere referring toFIG. 4 (reference numerals406A,407,423, and412B).Selective coupling circuits3202 for coupling the AC/DC to SECOND DC BUS as set forth and previously described in connection withFIG. 4 (406A,408,410, and412A). And,selective coupling circuits3203 for coupling the AC/DC to THIRD DC BUS, as described elsewhere referring toFIG. 4 (reference numerals406A,409,411, and412C).

FIG. 33 illustrates3300 First DC input circuits whereinreference numeral3301 indicates DC input terminals for positive, negative, and ground andreference numeral3302 DC indicates an input fuse. DC input transientvoltage suppression circuit3303 is illustrated as an MOV. DC input voltage monitoringselective coupling circuit3304 is illustrated and was described elsewhere referring toFIG. 4A (reference numeral438).

FIG. 34 illustrates3400 the First DC input bus connections switches in exemplary fashion and as described elsewhere referring toFIG. 4A.Selective coupling circuits3401 for coupling first DC input to second DC bus (FIG. 4A,reference numerals430A,432A,436,412A) are illustrated inFIG. 34 as are theselective coupling circuits3402 for coupling the first DC input to third DC bus (FIG. 4A,reference numerals430A,433,437,412C).FIG. 34 also depictsselective coupling circuits3403 for the first DC input to DC INT bus as described above in connection withFIG. 4A,reference numerals430A,431,434,412B.

Selective coupling circuits3404 for coupling the first DC input to the first DC bus are illustrated inFIG. 34 and also as described above in connection withFIG. 4A,reference numerals430A,432,435,412J.

FIG. 35 illustrates3500 the Second DC input circuits whereinreference numeral3501 DC indicates the input terminals for positive, negative, and ground andreference numeral3502 indicates the DC input fuse.Reference numeral3503 indicates the DC input transient voltage suppression circuit (MOV) andreference numeral3504 illustrates the DC input voltage monitoring selective coupling circuit as described above referring toFIG. 4A,reference numeral448.

FIG. 36 illustrates3600 exemplary Second DC input bus connection switches, as described above referring toFIG. 4A.Selective coupling circuits3601 for coupling the second DC input to second DC bus are illustrated inFIG. 36 and have been described previously inFIG. 4A,reference numerals439A,442,446,412A.Selective coupling circuits3602 for coupling second DC input to third DC bus are illustrated inFIG. 36 in exemplary fashion and are discussed above in connection withFIG. 4A,reference numerals439A,443,447,412C.Selective coupling circuits3603 for coupling the second DC input to DC NT bus are illustrated by way of example inFIG. 36 and were discussed above in connection withFIG. 4A,reference numerals439A,440,444,412B. And,selective coupling circuits3604 for coupling the second DC input to the first DC bus are illustrated by way of example inFIG. 36 and are discussed above in connection withFIG. 4A,reference numerals439A,441,445,412J.

FIG. 37 illustrates3700 the Third DC input battery pack array circuits whereinreference numeral3701 indicates DC input fuse andreference numeral3702 indicates DC input transient voltage suppression circuit as described above as an MOV. DC input voltage monitoringselective coupling circuit3703 is also depicted inFIG. 37 and is described elsewhere described elsewhere inFIG. 4A,reference numeral459.

FIG. 38 illustrates3800 the Third DC input bus connections switches described above in connection withFIG. 4A whereinselective coupling circuits3801 couple the third DC input with the second DC bus,FIG. 4A,reference numerals450B,453,457,412A. Also shown inFIG. 38 are theselective coupling circuits3802 for coupling the third DC input to third DC bus as described above in connection withFIG. 4A,reference numerals450B,454,458,412C.Selective coupling circuits3803 for coupling the third DC input to DC NT bus as described above in connection withFIG. 4A,reference numerals450B,451,455,412B andselective coupling circuits3804 for coupling the third DC input to first DC bus are shown inFIG. 38 and were previously described above in connection withFIG. 4A,reference numerals450B,452,456,412J.

FIG. 39 illustrates3900 the First DC/DC converter circuits3901 described above inFIG. 4B (reference numeral475) wherein First DC/DC convertertemperature measuring circuit3902 was described inFIG. 4B in connection withreference numeral482E. Alternative first DC/DC converter3903 having a detailed pin assignment differing from3901 is also illustrated inFIG. 39. DC/DC converter voltage monitoringselective coupling circuit3904 described in connection withFIG. 4B,reference numeral482 and is illustrated inFIG. 39.

FIG. 40 illustrates4000 the First DC/DC converter bus connections switches described in connection withFIG. 4B whereinselective coupling circuits4001 for coupling the first DC/DC converter to DC INT bus were described in connection withreference numerals475A,477,480,412B.Selective coupling circuits4002 for coupling the first DC/DC converter to third DC bus are illustrated inFIG. 40 and were described above in connection withFIG. 4B, and in particular withreference numerals475A,478,480A,412C. Selective coupling circuits for4003 for coupling the first DC/DC converter to the DC charge bus are illustrated inFIG. 40 and were described above in connection withFIG. 4B,reference numerals475A,479,481,489A.

FIG. 41 illustrates4100 the Second DC/DC converter circuits4101 described elsewhere referring toFIG. 4B (reference numeral483) and the Second DC/DC convertertemperature measuring circuit4102 as described elsewhere referring toFIG. 4B (reference numeral490E). Alternative second DC/DC converter4103 having a detailed pin assignment differing from4101 is illustrated inFIG. 41 as well. DC/DC converter voltage monitoringselective coupling circuit4104 as described elsewhere referring toFIG. 4B (reference numeral490) is also illustrated inFIG. 41.

FIG. 42 illustrates4200 in exemplary fashion the Second DC/DC converter bus connections switches described inFIG. 4B wherein theselective coupling circuits4201 for coupling the second DC/DC converter to DC NT bus. See the discussion ofFIG. 4B as it pertains to referencenumerals483A,484,487,412B.Selective coupling circuits4202 for coupling the second C/DC converter to third DC bus as described in above in connectionFIG. 4B andreference numerals483A,485,488,412C are shown inFIG. 42. Also,selective coupling circuits4203 for coupling the second DC/DC converter to DC charge bus are shown inFIG. 42 and were discussed above in connection withFIG. 4B,reference numerals483A,486,489,489A.

FIG. 43 illustrates4300 the DC/AC inverter circuits wherein the DC/AC inverterinput power switch4301 as described elsewhere referring toFIG. 4,reference numeral413, and DC/AC inverter4302 as described inFIG. 4,reference numeral414 are shown. DC/AC invertertemperature measuring circuit4303 is also illustrated inFIG. 43 and previously described referring toFIG. 4,reference numeral416B.

Still referring toFIG. 43, DC/ACinverter output terminals4303 for line, neutral, and ground are shown as is the DC/ACinverter output fuse4305. DC/AC inverter output transientvoltage suppression circuit4306 is illustrated inFIG. 43 as an MOV and was described previously. DC/AC inverter AC detectcircuit4307 is illustrated inFIG. 43 and was described above in regard toFIG. 4,reference numeral415 and416.

FIG. 44 illustrates4400 the First DC output circuits wherein the FirstDC output switch4401 was described elsewhere referring toFIG. 4,reference numeral425. FirstDC output terminals4402 for positive, neutral, and ground are shown inFIG. 44 as is the FirstDC output fuse4403. First DC output transientvoltage suppression circuit4404 is an MOV as was previously described above. First DC output voltage monitoringselective coupling circuit4405 is illustrated inFIG. 4 and described above in connection withFIG. 4,reference numeral420. DC/AC inverter input voltage monitoringselective coupling circuit4406 is also illustrated inFIG. 44 and was described hereinabove in connection withFIG. 4,reference numeral419.

FIG. 45 illustrates4500 the Third DC bus and fourth DC/DC converter circuits wherein the Third DC bus voltage monitoringselective coupling circuit4501 as described elsewhere referring toFIG. 4A,reference numeral470A. Fourth DC/DC converterinput voltage switch4502 is disclosed inFIG. 45 as described elsewhere referring toFIG. 4A,reference numeral474. Fourth DC/DC converter output voltage monitoringselective coupling circuit4503 as described elsewhere referring toFIG. 4A,reference numeral473A.

FIG. 46 illustrates4600 the fourth, fifth, and sixth DC outputs and fourth DC/DC converter circuits wherein the Fourth DC output terminals for positive, neutral, andground4601 and the FourthDC output fuse4602 are illustrated. The Fourth DC output transientvoltage suppression circuit4603 is an MOV and the FifthDC output terminals4604 for positive, neutral, and ground are also illustrated inFIG. 46. FifthDC output fuse4605 and the Fifth DC output transientvoltage suppression circuit4606 which is an MOV are illustrated inFIG. 46. Fourth DC/DC converter4607 andSixth DC output4608 as described elsewhere referring toFIG. 4A,reference numeral473 and472, respectively, are also illustrated inFIG. 46. And, Fourth DC/DC convertertemperature measuring circuit4609 is illustrated inFIG. 46 and was illustrated previously inFIG. 4A asreference numeral473E.

FIG. 47 illustrates4700 serial to parallel circuits to implement serial microprocessor control instructions into parallel control signals wherein powersupply decoupling capacitors4701 for the respective integrated circuits are shown. Serial toparallel converters4702 are also illustrated inFIG. 47.

FIGS. 48-50,reference numerals4800,4900,5000, illustrate additional serial to parallel circuits implementing the microprocessor control signals.

FIG. 51 illustrates5100 Microcontroller interface circuits wherein the temperaturemeasuring circuit interface5101 to the microcontroller is shown and was described elsewhere referring toFIG. 4C,reference numeral462.Reference numeral5102 indicates the battery monitor bus circuit interface to microcontroller as described elsewhere referring toFIG. 5,reference numeral495A.Reference numeral5103 indicates a voltage monitor circuit interface to the microcontroller as described elsewhere referring toFIG. 4C,reference numeral460. The currentmonitor circuit interface5104 to the microcontroller is shown inFIG. 51 and is described elsewhere referring toFIG. 4C,reference numeral461. And,reference numeral5105 indicates the serial interface to microcontroller as described elsewhere referring toFIG. 4C,reference numeral499.

FIG. 52 illustrates5200 the Microcontroller and support circuits.Reference numeral5201 indicates the voltage regulator and power supply for the microcontroller as described elsewhere referring toFIG. 4C,reference numerals403,430A,439A,450B,497A and497. The Microcontroller unit is indicated asreference numeral5202.

FIG. 53 illustrates5300 the Microcontroller interface circuits wherein doorswitch interface circuit5301 to the microcontroller is shown and was described elsewhere referring toFIG. 4C,reference numeral491.Reference numeral5302 represents a light emitting diode interface circuit to the microcontroller as was described elsewhere referring toFIG. 4C,reference numeral494. Dual cooling fancontrol circuits interface5303,5304 to the microcontroller are shown and were described elsewhere referring toFIG. 4C (498).

FIG. 54 illustrates5400 current monitoring circuits in an exemplary fashion.Reference numeral5401 indicates the current monitor interface for third DC input battery pack array as described elsewhere referring toFIG. 4A,reference numeral495A.Reference numeral5402 indicates the current monitor interface for the first DC input as described elsewhere referring toFIG. 4A,reference numeral438A.Current monitor interface5403 for second DC input is also shown inFIG. 54 and was previously described above referring toFIG. 4A,reference numeral448A.Current monitor interface5404 for AC/DC converter output is indicated inFIG. 54 as well and was described elsewhere referring toFIG. 4,reference numeral412D.

FIG. 55 illustrates5500 the current monitoring circuits wherein the current monitor interface for the first DC/DC converter5501 is shown and was described elsewhere referring toFIG. 4B,reference numeral482A.Reference numeral5502 indicates the current monitor interface for the second DC/DC converter and was described elsewhere herein in regard toFIG. 4B,reference numeral490A.Reference numeral5503 indicates current monitor interface for DC/AC inverter input as was described elsewhere referring toFIG. 4,reference numeral416A.

FIG. 56 illustrates5600 a current monitoring circuits wherein reference numeral5601 indicates the current monitor interface for first DC output as described elsewhere referring toFIG. 4,reference numeral420A. Current monitor interface5602 for the second DC output as described elsewhere referring toFIG. 4 Reference numeral5603 indicates the current monitor interface for third DC/DC converter as described elsewhere referring toFIG. 4,reference numeral424A and reference numeral5604 indicates the current monitor interface for fourth DC/DC converter as described elsewhere referring toFIG. 4A,reference numeral473B.

FIG. 57 illustrates5700 the DC/DC converter voltage programming circuits whereinreference numeral5701 indicates the voltage programming circuit for the first DC/DC converter as described elsewhere referring toFIG. 4B,reference numeral495X.Voltage programming circuit5702 for the third DC/DC converter is illustrated inFIG. 57 and was described elsewhere referring toFIG. 4B,reference numeral495X.Reference numeral5703 is the voltage programming circuit for the second DC/DC converter as described elsewhere referring toFIG. 4B,reference numeral495X.Reference numeral5704 indicates the voltage programming circuit for the fourth DC/DC converter as described elsewhere referring toFIG. 4B,reference numeral495X. And,reference numeral5705 indicates the digital to analog converter used to generate voltage programming levels.

FIG. 58 illustrates5800 the second and third DC outputs and third DC/DC converter circuits in an exemplary fashion wherein the Third DC/DC converterinput voltage switch5801 is shown and was described elsewhere referring toFIG. 4,reference numeral425A. The Third DC/DC converter voltage monitoringselective coupling circuit5802 is also shown inFIG. 58 and was described elsewhere referring toFIG. 4,reference numeral424. Third DC/DC converter5803 is shown as well inFIG. 58 and was described elsewhere referring toFIG. 4,reference numeral427. SecondDC output terminals5804 are indicated as well for positive, neutral, and ground (426). Also shown is the SecondDC output fuse5805 and the Second DC output transientvoltage suppression circuit5806 which is an (MOV). Third DC output5807 (FIG. 4, reference numeral428). Third DC/DC convertertemperature measuring circuit5808 is also shown inFIG. 58 and was described elsewhere referring toFIG. 4,reference numeral424B.

FIG. 59A is schematic5900A illustrating twentybattery packs5901 interconnected in parallel to acommon battery bus5903 leading to either a DC-AC inverter5915 ofFIG. 59 or to a DC-DC converter5906 ofFIG. 59B which subsequently is interconnected to a DC-AC inverter5916.

FIGS. 59B and 59C areschematics5900B and5900C illustrating: the interconnection of thebattery array5901 with a DC-DC converter5906 which is interconnected viacable assembly5907 with adiode5912 which in turn is interconnected with a bus leading to a DC-AC inverter; and, the interconnection via cable assembly toconnector5909 toconnector5910 of an AC-DC converter5908 which in turn is interconnected with a diode which in turn is interconnected with a bus leading to the DC-AC inverter5915.

FIG. 59D illustrates5900D the power supply with thebattery rack5924 is removed therefrom and the electronics5921 (AC/DC converter, diodes etc.) mounted to therear wall5922 of the housing orframe5918; also shown are two removable Lithium Ion rechargeable battery packs5926. Electronics5920 (DC/AC inverters) are also mounted to the rear wall on the ceiling of the power supply. A grouping of wires (harness)5925 is also illustrated.

FIG. 59E is aview5900E similar toFIG. 59D illustrating the power supply with the battery rack removed therefrom and further illustrating thepower receptacles5923, the AC input on the right hand side thereof, and the on-off switch.FIG. 59F is a view similar toFIGS. 59D and 59E with thebattery rack5924 mounted in the housing or frame.

FIG. 59G is aview5900G similar to the immediately precedingFIGS. 59D-59F inclusive with the battery rack populated with removable cartridge typeLithium Ion batteries5926. Also shown isbox5927 with electronic communications equipment therein representing a load device being powered by the power supply.

FIG. 59H is aview5900H similar to the immediately precedingFIGS. 59D-59G inclusive with the door of the power supply closed and illustrating the power supply interconnected with aload5927 such as wireless radio equipment.

FIGS. 59A-59H illustrate the example of a power supply having a DC input from a plurality of removable, hot-swappable, andinterchangeable power batteries5901 which provide power on acommon battery bus5903 to a DC-AC inverter5915. Alternatively, and additionally, AC power may be supplied to the power supply through an AC-DC converter5908 which is then converted back to AC byinverter5915 outputting to5916 for purposes of reliability and for the purpose of seamless transition (on-line topology). The output of the AC to DC converter is arranged in a diode oring fashion together with the output from thecommon battery bus5903 viadiodes5912. The diode oring selects of the higher voltage in converting from DC to AC power. Further, the common battery bus voltage may be converted by a DC toDC converter5906 intermediate thecommon battery bus5903 and thediode5912 in series leading to the junction with the output of the AC-DC converter. Use of the DC to DC converter is optional depending on the voltage of the batteries used in the power supply and thus enables use of rechargeable batteries which have a relatively low output voltage. In the example ofFIGS. 59A-59G a power supply is provided which does not require a microprocessor to manage its operations. Rather, this example provides a seamless transition from an AC power input to a DC power input with hot-swappablility of the batteries. The batteries may be cordless tool batteries capable of dual use. Further, the batteries may be Li-Ion or any of the types referred to herein.

FIG. 60 is an illustration of the conceptual management hierarchy of the power supply system. By virtue of this hierarchical arrangement the network management user may access the status and control parameters for all subsystems under a particular gateway. This is described elsewhere referring toFIGS. 9A and 9B. In particular, inFIG. 9B, information is shown for batteries (energy subsystems and energy modules ofFIG. 60), inputs, converters, and outputs (power conversion and control units ofFIG. 60), and SIPS IP ADDR (gateway ofFIG. 60).

Reference numeral6001 is the Gateway which interconnects the power supply system below to a network (local or wide area). All aspects of the underlying power supply status and operation may be monitored and controlled by the user via this network.Reference numeral6002 is used to indicate in exemplary fashion that up to P (where P is a positive integer) power conversion and control units may be connected for management purposes to each gateway. Similarly,reference numeral6003 indicates in exemplary fashion that up to S energy subsystems (where S is a positive integer) may be connected for management purposes to each power conversion and control unit.Reference numerals6004 indicates that up to M energy modules (where M is a positive integer) may be connected for management purposes to each energy subsystem. Energy modules include but are not limited to lithium ion based batteries.

FIG. 61A is an exemplary depiction of the physical arrangement of a power supply system. By virtue of this hierarchical arrangement the power supply user may configure and control a power supply systems under a particular gateway. In particularFIG. 61 shows an example of a physical arrangement of agateway unit6101 connected to at least one power conversion andcontrol unit6102 which in turn is connected to at least oneenergy subsystem6103 which in turn is connected to at least one energy module6104. In particular, inFIG. 61, the power conversion and control unit is depicted as physically separate from the energy subsystems. Further the energy subsystems are shown to house the energy modules. As long as at least one energy subsystem having at least one energy module is connected to a power conversion and control unit, the power conversion and control unit may continue to operate provide power and management control to the user.

FIG. 61B is an alternative depiction of a physical arrangement of a power supply system. In this case the gateway, power conversion and control unit, energy subsystem, and energy modules are co-housed in acommon enclosure6105. Electrical interconnections are otherwise equivalent with the arrangement ofFIG. 61A. Additionally, an energy subsystem6103 (separately housed) is shown connected to the power conversion and control unit housed within6105. Additional external energy subsystems may be connected at the same time. As mentioned earlier, as long as at least one energy subsystem (co-housed or separately housed) having at least one energy module is connected to a power conversion and control unit, said power conversion and control unit may continue to operate provide power and management control to the user.

Just as the instant invention contemplates that various functional units may be packaged separately or coincidentally, so does the invention also contemplate that control may be implemented in a single microcontroller or distributed across multiple intercommunicating microcontrollers. In one example, each gateway may have a microcontroller, each power conversion and control unit may have a microcontroller, each energy subsystem may have a microcontroller, each of the microcontrollers intercommunicating with others to which it is connected for that purpose. In another example, a single microcontroller may control all units including gateway, multiple PCCU's, etc.

The battery power supply circuitry and control methodology described herein is equally applicable to modular energy systems for battery electric vehicles of types including but not limited to automobiles, ultra light weight automobiles, scooters, motorized bicycles and tricycles, buses, trucks, military vehicles, boats, etc. For instance, the control methodology described herein may be used in connection with lithium ion batteries in an electric automobile. Referring toFIG. 62, apower supply6201 using quick disconnectcartridge type batteries6202 within anautomobile6203 connects any combination of batteries viaswitches508 to abattery bus450A which in turn connects battery power to the vehicle electric motor system topower motors6204. Thepower supply6201 can also receive power regenerated by braking during vehicle operation from the vehicle motor control system and can connect said received power to thecharge bus489A which in turn routes power viaswitches512 to batteries for re-charging. At an appropriately configuredservice station6205, the automobile's partially dischargedbatteries6202 may be quickly removed and replaced with fully chargedbatteries6206 from the service station. Thebatteries6202 may be energy modules or hand sized battery packs such as6104 or they may be energy subsystems including multiple energy modules such as6103. Removal and replacement at the service station may proceed at the module6104 orsubsystem6103 level. Repair or replacement of failed modules is still possible at the module6104 level.

Removed battery modules or subsystems may be recharged outside of the vehicle by a service station power supply using the control mechanisms described in conjunction with thecharge bus489A fromFIGS. 4 and 5 and switches512. The invention as taught and described herein enables various evaluations of individual batteries including the estimation of the energy remaining in the batteries at any time including the time at which they are being removed from a vehicle. This evaluation is facilitated using thebattery monitor bus495A and thebattery info bus495B along with the calculations performed bymicrocontroller495. The condition of individual batteries is also estimated including remaining cycle life (how many more time a battery may be charged and discharged before end of life), present capacity (how much energy the battery can hold in its current state of health), internal resistance or impedance, and maximum current or power capability. Batteries may be likewise evaluated at the time they are being installed into a vehicle. Either the vehicle born system or the service station system or both may perform these evaluations. In this way the battery power supply vehicle system can calculate a “refueling” fee to be paid by the motorist which corresponds appropriately to the net gain in energy (i.e. energy of the replacement batteries less energy of removed batteries) as well as any fee components, surcharges, or credits corresponding to the differential life or other conditions of the replacement versus the removed batteries. As mentioned above, batteries removed from vehicles are re-charged external to the vehicle at the service station after the motorist continues on his way with his charge laden replacement batteries. In this way the motorist can effectively “refuel” his or her vehicle and proceed on his or her way quickly, in a time frame comparable to the gasoline refueling process, for a fair fee based on the actual energy gained in refueling, without worrying about the significant recharge time for lithium ion or other battery types that would otherwise require inconvenient delays if the batteries needed to be recharged in place aboard the vehicle.

Since many batteries are processed (evaluated, recharged, and maintained) external to vehicles at appropriate service stations, the station can be configured to optimize the recharging and other handling procedures associated with its array of batteries. For example, batteries can be charged at a moderate rate that is optimized for maximizing battery life, or at a rate or time of day that is optimal for minimizing recharge energy cost, or other cost factors. For example, electrical demand costs can be controlled by controlling in turn which batteries are connected to the charge bus at any given time. In other words, batteries may be charged at night when the availability of power is high and the demand costs are low. In this way, refueling of an electric vehicle using quick disconnect batteries or groups of batteries is most cost effective. Additionally, use of the electric utility grid to charge batteries at a service station for insertion into a vehicle to refuel it effectively enables energy to be supplied to a vehicle through batteries charged with power made from coal, natural gas, atomic energy, wind or solar panels. This optimization is not as feasible if the batteries remain in the vehicle to be recharged while the motorist waits. Under such conditions the motorist's convenience becomes the limiting factor.

It is also an aspect of the present invention that the batteries may be recharged while remaining in the vehicle such that, when recharge time is not a limiting factor such as when the vehicle is not in use, and when a satisfactory electrical power source is available such as an electric utility outlet, “refueling” can occur without the need of a battery exchange at a battery service station. The invention disclosed herein allows the charge bus and related control and switching mechanisms to operate to the effect of the desired recharging while the batteries remain aboard the vehicle.

It is also an aspect of the present invention that auxiliary vehicle batteries may be held by the motorist, either at the vehicle's home or depot site, or carried aboard the vehicle as additional payload, said auxiliary batteries being interchangeable with the operating batteries of the vehicle in relatively efficient fashion so that the vehicle may be “refueled” by the motorist by exchanging spent batteries with charged auxiliary batteries. Spent batteries may then be delivered to a battery service station for credit, recharging, or exchanged for charged batteries, or may be recharged external to or onboard the vehicle by the motorist himself or other party.

FIG. 63 is aview6300 of a refuelableelectric vehicle6308. An electricmotor drive unit6301 is illustrated withelectrical connections6302 between the electricmotor drive unit6301 and thebattery system6399.Motor drive unit6301 is secured to support6309. Aftbattery system enclosure6303 and quick removable/replaceable cartridge-style battery6304 modules are illustrated inFIG. 63. Generally, as illustrated inFIG. 63, thebattery modules6304 are shown within thetrunk6307 of the electric-powered automobile.

FIG. 63A is anenlarged view6300A of the refuelable electric vehicle illustrated inFIG. 63 and, in particular, the aft battery compartment.FIG. 63B is aview6300B of the refuelable electric vehicle ofFIG. 63 and the fore and aft battery compartments. The fore battery compartment includes ahood6310,battery modules6304 and abattery enclosure6313.

FIG. 63C is aview6300C of the rear wheel drive of the refuelable electric vehicle ofFIG. 63 and, in particular, the propulsion system with the frame and other components removed therefrom. Still referring toFIG.63C reference numeral6318 is used to represent electrical communication between thedrive unit6301 and theelectric motor6317.Drive housing6316 communicates energy from the electric motor to the shaft of the wheels. The drive unit, electric motor, and axle (shaft) are illustrated schematically and those skilled in the art will readily recognize that other electric drive arrangements may be used.

Coolingair duct6305 of the battery system is illustrated inFIG. 63. Aport6306 in the sidewall of thebody6308 of the refuelableelectric vehicle6300 interconnects withduct6305 to allow air to flow though the cartridge-style battery modules6304. Also seeFIG. 63D for a view of theport6306 in the body of the vehicle.

FIG. 63D is anenlarged view6300D of a portion of the aft battery compartment of the refuelable electric vehicle illustrated inFIG. 63 with therear gate6320 opened.Enclosure6303 may be slid or otherwise placed into the rear or aft compartment of the vehicle and wiring is then connected to the enclosure as illustrated by reference numeral6319.FIG. 63D provides a good view of theperforations6410 in theenclosure6303 which permit cooling air to flow through the enclosure and through thebattery modules6304.

FIG. 64 is aview6400 of thescalable battery system6399. Thebattery modules6304 include perforations6410A and passageways therethrough in alignment withperforations6401Acompartment panels6401 allowing cooling air to flow therethrough. Eachpanel6401 includes a plurality ofperforations6401A. Eachbattery module6304 includesbattery cells6602 which generate heat as they are discharged or charged and theperforations6401A in thepanels6401 and the perforations and passageways in the battery module allow air to flow therethrough cooling the individual battery cells.

Referring to FIGS.5 and11-30, it will be recalled as discussed hereinabove that a given battery module ormodules6304 may be operated so as to generate heat in cold weather conditions. Battery performance is affected by the temperature of the surroundings in which it operates and operations of the packs/battery modules increases the temperature in the battery compartment.FIG. 69 is an electrical block diagram6900 of thebattery modules6304, the batterymodule interface circuit500, the directcurrent battery bus450A,motor drive unit6301,charge bus489A, on-board energy recovery/regenerative system6901, and other generation sources such as internal combustion engine driven generator, grid power connection, solar panel generation, etc. sources6902.Interface circuit500 performs all of the functions described above in connection withFIG. 5 and controls discharge and charging of thebattery modules6304. The direct current bus in this example is interconnected with electricmotor drive unit6301 and thecharge bus489A is interconnected with the energy recovery/regenerative and generatingsystems6901 and6902 of the vehicle or associated charging equipment.

Still referring toFIG. 64,arrow6402 indicates abattery module6304 in place within thebattery system6399.Reference numeral6499 is used to identify a battery compartment into which abattery module6304 is placed. Thebattery system6399 is structurally similar to the scalable intelligent battery systems illustrated inFIGS. 1,1M,1N and2 illustrated above. In like fashion, the control structure and method described above in connection withFIGS. 4-8 and62 as well as other structures is equally applicable toFIGS. 63-67C.Enclosure6303 includes a battery system negativeelectrical contact6403 and a battery system positiveelectrical contact6404. As viewed inFIG. 64, theelectrical contacts6403,6404 are metal knife blades which engageclips6607,6609.Clips6607,6609 are positioned in proximity toapertures6510 and6512 in the battery module. The electrical contacts orblades6403,6404 extend through theenclosure5303 and communicate with interface circuits as illustrated in FIGS.5 and11-30.

Still referring toFIG. 64,enclosure6303 includes alockout override stud6405 which deactivates thebattery module6403 lockout function as explained in more detail below. Information and controlelectrical contacts6406 reside at the base of theenclosure6303. Battery system electrical I/O modules6407,6408 communicate information to and from a plurality of interface circuits as represented byFIG. 5 which are located on the bottom side of the withinenclosure6303. Alternatively, the functions implemented by the interface circuits as represented by ofFIG. 5, for example, may be located on the printed circuit boars for boards within the battery modules as disclosed hereinbelow. Battery system electrical I/O modules6407,6408 also communicate information to and from an electric filling station which can allow the electric filling station to interrogate the status of thebattery modules6304 directly and/or to read the status of the battery modules as stored in theMCU495.

Referring toFIG. 5,electrical contacts6403,6404, and6406 communicate through theenclosure6303 to the circuit ofFIG. 5.FIG. 5 is similar toFIGS. 11-30. Eachbattery module6403 is in selective electrical communication with aDC Battery Bus450A,Charge Bus489A,Battery Monitor Bus495A, andBattery Information Bus495B which carry electrical signals and current to theconnectors6407,6408 for communication with the electric wheel drives and thecontroller495. Similarly the power enable495C, charge enable495D, monitorenable495E and the info disablelines495F are in electrical communication with thecontroller495. Eachbattery module6403 is represented inFIG. 5 by the First Battery through the Kth Battery.FIG. 5, therefore, is equally usable with individual battery packs and/or withbattery modules6403 in an electric vehicle. Simply put, the battery modules store more energy at higher voltages than the individual battery packs. Referring toFIG. 64, there are fourelectrical contacts6406 which may relate various characteristics of the battery module's performance such as temperature, an internal voltage, volumetric cooling air flow and the like. Those skilled in the art will recognize that a larger or smaller number of electrical contacts may be used.

The circuit ofFIG. 5 in combination with themicroprocessor495 enables a vehicle operator to determine the state of charge and energy content of theindividual battery modules6403 for replacement (i.e. refueling). Additionally, themicroprocessor495 can be interrogated throughconnectors6407,6408 as illustrated inFIG. 64. Themicroprocessor495 may reside in themotor drive unit6301 or other desired location which communicates viawiring6302 with theconnectors6407,6408.

Referring again toFIG. 64, cooling air flow into and through battery the system is represented byflow arrow6409. Reference numeral6410A illustrates one of the plurality ofcooling ports6410 of eachbattery module6304. Each of thecooling ports6410 align withperforations6401A of the compartment panels to enable cooling air to flow therethrough. Referring toFIGS. 63C and 63D,reference numeral6305 indicates ducts on both sides of the rear of the vehicle (in the area generally known as the trunk) which allow air to flow across the entire rear portion of the vehicle.

Forced air flow may be implemented by the use of fans placed at suitable locations withinducting6305 or elsewhere.

FIG. 64A is aview6400A of abattery module6304 mating with thebattery system enclosure6303 and in particular the negativeelectrical contact6403,lockout override stud6405, and the lockout keyhole andswitch6511.FIG. 64B is aview6400B of abattery module6304 mated within thebattery system enclosure6303 with a portion of acompartment panel6401 cutaway. In other words thebattery module6304 is fully inserted into and between thecompartment panels6401.FIG. 64B illustrates the alignment of theperforations6401A of thecompartment panels6401 and thecooling airports6506 of the battery module. Coolingair ports6506 communicate with passageway through the battery modules.

FIG. 65 is aview6500 of a quick removable andreplaceable battery module6304.Indicia6505 indicates the location of the positive contact of thebattery module6304 andindicia6503 indicates the location of the negative contact of thebattery module6304.Indicia6504 indicates information contacts of thebattery module6304.Battery module6304 includes afirst half6501 and asecond half6502 molded from plastic or made from some other lightweight material such as Aluminum.Enclosure6303 which houses thebattery modules6304 is also molded or cast plastic or other lightweight material such as Aluminum or carbon composites.Reference numeral6515A represents areas where the air flow is occluded or blocked because screw threads for receivingscrews6515 are formed in thesecond half6502 of the molded plastic. State of charge (SOC) of the module is indicated by an LED or othersuitable display type6509 which is activated by push button orother type actuator6508. SOC indication on the module itself enables a person to quickly evaluate the status of the module and to remove it for charging at home or in the office or to differentiate among several modules those office that are charged from those that are discharged or in between states.Handle6507 interconnectsposts6516 which overhang the first and second half of thebattery module6304.Posts6516 overhang thebattery module6304 and form arecess6598 betweenposts6516 and the top6599 of thebattery module6304.

FIG. 65A is a top6591 and bottom6591view6500A of a quick removable andreplaceable battery module6304.Electrical contacts6513 are battery module information contacts which convey information about battery temperature, state of charge, state of health, and other performance and use temperature and performance history related information.FIG. 65B is aleft side view6500B (first half6501 of the molded plastic or other material) of a quick removable andreplaceable battery module6304 illustratingscrews6515 which extend therethrough for securement to threadedreceptacles6515T in the second half6502 (SeeFIG. 66).

FIG. 66 is an explodedview6600 of a quick removable andreplaceable battery module6304 illustratingfirst half6501 andsecond half6502 of thebattery module6304. First6601 and second6605 printed circuit boards reside adjacent to first and second halves of thebattery module6304 when assembled. Printedcircuit boards6601 and6605 include communication channels and conductors which reside within the board itself.Flexible straps6610 having conductors therein interconnect the first and second printedcircuit boards6601,6605 together thus communicating voltage and other together. information between each other. One hundredbattery cells6602 are arranged in series so as to produce a voltage of approximately 370 volts per battery module. Positiveelectrical contacts6603 and negativeelectrical contacts6604 are viewed along withclips6607 and6609 so as to prevent inadvertent and unwanted shorting across the terminals of the module.Clips6607 and6609 function like knife-switches sometimes used in electrical switchgear. Also illustrated inFIG. 66 is thelockout switch6606 which is deactivated, i.e. open, when the battery module is not fully inserted into the knife-switches6607 and6609. The state of charge (SOC) indicator is also viewed inFIG. 66.Battery performance contacts6613 are mounted inelement6608 which may be molded from or otherwise formed in plastic or other lightweight materials.Reference numerals6615,6616 represent clearances for circuit components.

FIG. 66A is aview6600A of thesecond half6502 of the quick removable andreplaceable battery module6304.Slots6614,6621 receive theclips6607,6609, respectively. Hollow moldedstuds6618 protrude form the inner wall6619 of the second half of the battery module and form cooling air passageways aligned withperforations6401A and6410. Additionally, some of the molded studs are not hollow andreference numeral6620 is used to indicate the solid studs having threads therein for the reception ofscrew6515.Hollow studs6618 provide a channel for air to flow within the battery module.Studs6618 and6620 have an exterior shape so as to generally match the curvature of thebattery cells6602.

Still referring toFIG. 66A,slot6617 receiveselement6608 which carries theelectrical contacts6313 which communicate information about the battery module to theMCU495.Reference numeral6612 indicates a slot which can be used by automated lift equipment to remove and securely grasp an individual battery module to remove it from or replace it into the electric vehicle or the multi-pack rack or drawer.

It should be noted at this juncture that the vehicle owner might not own the specific battery modules in his/her electric vehicle. Exchanges may be made with electric filling stations which automatically replace entire enclosures full of batteries battery modules or the electric filling stations may replace an occasionally defective battery module or an occasionally defective cell within a battery module. Referring toFIGS. 66,66A,67,67A,67B and67C, it will be noticed that my design enables easy maintenance of the battery module. Specifically,flexible straps6610 allow one or the other of the printedcircuit boards6601,6605 to be simply folded open once the battery module has been opened by removingscrews6615. Aparticular cell6602 may then be easily replaced and the battery module restored and charged.

A process for operating an electric vehicle includes the process steps of: leasing a battery enclosure having an unspecified number of battery modules; measuring, periodically, the state of charge (SOC) and the energy content of each of the battery modules; exchanging one or more of the battery modules at an electric filling station or at the lessor's place of business; and, receiving credit for the battery modules and the energy remaining in them at the time they are returned to the lessor or the lessor's agent. Alternatively, and/or additionally, the process includes the steps of: charging a battery module with a regenerative device on-board the electric vehicle; self-charging owner-charging selected battery modules at one's home, office, or factory; sharing energy between battery modules; and/or heating or cooling select battery modules.

Another important process of the present invention for efficiently operating an electric vehicle having a group of disparately charged and aged battery modules relies upon the structures ofFIG. 5 wherein more highly charged, younger battery modules are switched to the DC battery bus (load bus) with greater duty cycle while less charged, older battery modules are switched to the charge bus with increased duty cycle such that, over time, the states of the various battery modules converge to equality in charge and electrical age. The process steps rely on the continuous measurement of battery module states via the battery monitor bus and battery info bus depicted inFIG. 5 followed by appropriate actuation of the switches connecting each module to the DC battery bus and charge bus respectively.

FIG. 67 is aview6700 of the electronics of the quick removable and replaceable battery module with the printedcircuit boards6601,6605 shown in their folded operational state minus the individual battery cells.Flexible straps6610 allowlimited flexing6705,6706 for maintenance and manufacture of thebattery module6304.Straps6610 also carry information between the two printed circuit boards in conductors embedded therein. As best illustrated inFIG. 67C, bellowscontacts6702 engagecontacts6603,6604 ofindividual battery cells6602.FIG. 67C isdetailed view6700C of the cell connection of the quick removable and replaceable battery module.

Bellows6702 employ high contact pressure yet protect the battery cells from damage due to vibration or dropping the battery module. These bellows contacts are mechanically robust, spring force contacts having a high current carrying capability such as those manufactured by Servometer Precision Manufacturing Group, LLC of Cedar Grove, N.J. These contacts are manufactured from electro-deposited nickel and gold plated to enhance conductivity, designed to provide a long lifetime of reliable interconnection. Use of these contacts provides significant advantages over welded strap interconnection techniques in typical use, the bellows contact approach allowing individual cells to be interchanged with ease when required as well as providing better immunity to the shock and vibration especially characteristic in over-road or off-road vehicle applications. Additionally, thebellows6702 includecontact face6713 for solder or weld engagement with the respective printedcircuit board6601,6605 andcontact6712 for spring force contact interengagement withbattery cell6602. Printed circuit traces6703 obtain the series arrangement of thebattery cells6602 as viewed inFIG. 67.Temperature sensors6704 are illustrated as residing on the printedcircuit board6605 inFIG. 67 and information therefrom is conveyed to theMCU495.

It should be noted at this juncture that the printedcircuit boards6601,6605, utilized herein include multiple embedded layers of conductors which may communicate power and/or information.

Referring toFIG. 67 again, theelectrical contact elements6313 of6608 may communicate information to theMCU495.Bellows6702 are shown populating printedcircuit board6605.FIG. 67A is adetailed view6700A of the core electronics of the quick removable and replaceable battery module. Alternatively, the interface circuit ofFIG. 5 (which controls a pack/battery module) the respective packs/battery modules) can be mounted on one or the other printedcircuit boards6601,6605 as illustrated inFIG. 67B.FIG. 67B is a detailed view6700B of the electronics of the quick removable andreplaceable battery module6304. Still alternatively, a portion of the interface circuit may reside on one or the other printedcircuit boards6601,6605. Alternatively, and as indicated above, the interface circuit ofFIG. 5 can be mounted on circuit elements housed within an area ofenclosure6303 such as the bottom of theenclosure6303.

Still referring toFIG. 67B, field effect transistors are illustrated as mounted oncircuit board6605.Other circuit components6710 such as, for instance, components ofFIG. 5 or themicrocontroller6709,495 may be mounted on the circuit board as is schematically shown inFIG. 67B. The microcontroller communicates past thebattery enclosure6303 viaelectrical contacts6313 and the communication lines are not visible on the underside of the battery enclosure and then out throughconnectors6407,6408. Also illustrated inFIG. 67B are coolingports6701.

Referring toFIG. 67A,button6707 of the lockout switch is illustrated well and it is this button which interengages thelockout deactivation stud6405 when the battery module fully engages the stud and theknife conductors6403,6404. Whenlockout switch6707 is deactivated, all 100 battery cells are connected in series and their net voltage applied to and available across battery moduleelectrical contacts6607 and6609. When6707 is not engaged by the lockout deactivation stud, the battery cells become effectively disconnected from the aforementioned electrical contacts rendering the pack safe for handling when disengaged from its intended connections.

The block diagram ofFIG. 68 shows possible relationships of the electrical and control components within the intelligent battery module.Microcontroller6801 is configured via amultiplexer6802 to measure the voltage and temperature ofindividual battery cells6602 within the module. The microcontroller also controls the state of aswitch6711 which selectively connects or disconnects the series configured battery cells to or from externalelectrical contact6609.Information connections6608 enable communications of information and control functions betweenmicrocontroller6801 and external controller such asmicrocontroller495 or controller located within the vehicle drive system or within external recharging/refueling subsystems not shown. The state oflockout switch6608 is also monitored so that the microcontroller or other mechanism may properlyopen switch6711 and electrically disconnect the battery power from the external connections when the pack is not suitably engaged in a power system.

My invention allows the number of cells used in a battery module to vary. The example disclosed herein uses 100 cells connected in series. Other numbers of cells may be used in the battery module, for instance, 200 to 1100 or more cells may be used in the battery module in a variety of series-parallel configurations. For example, a 200 cell module could be implemented as a 100 series×2 parallel array or alternatively as 50 series×4 parallel array. Increasing the number of cells in a given module will increase the weight of the battery module, increase the cost of the module, increase the volume of the module, increase the energy capacity of the module, increase the power capability of the module, increase the power required to recharge the module in a constant period of time, decrease the number of modules needed for equivalent driving range, etc. If the module weight increases significantly, machinery may be needed to remove the battery module from the vehicle. Using 100 cells as set forth in the example results in a module sufficiently lightweight that a person can carry one or two of the battery modules into the person's home or office for recharging. The ultimate choice of how many cells are incorporated in which series-parallel configuration within modules will be dictated by the performance goals in each specific vehicle application. A significant advantage of my invention is that the any reasonable choice of cell count and configuration is readily accommodated. It is also worth restating that the particular chemistry or type of cell may be varied freely while still realizing all of the advantages of the invention herein described. Similarly the number of battery modules illustrated is by way of example only and a different number of battery modules may be used in any given application.

Referring toFIGS. 63-67C, assembly of the battery module is as follows: affixingstraps6610 to the first and second printed circuit boards; inserting the second printedcircuit board6605 into thesecond half6502 by sliding theopenings6680 over thestuds6618,6620 until the printedcircuit board6605 engages the sidewall of thesecond half6502. Next, the first circuit board back is folded back so as to not occlude or block access to the second half of the battery module. Whileboard6605 is guided over thestuds6618,6620, the clips or fingers of thecontacts6607,6609 are guided intoslots6614,6621. Next, the step of populating thesecond half6502 of the printed circuit board withindividual battery cells6602 is performed followed by placing (rotating) the first printedcircuit board6601 over the assembly. Next, the step of orienting and placing thefirst half6501 of the battery module into engagement with thesecond half6502 of the module is performed. Finally the step of insertingscrews6515 and threading them into the threaded studs of thesecond half6502 of the battery module is accomplished. In this way a rugged, durable and intelligent battery module is created.

The invention described herein has been set forth by way of example only. Those skilled in the art will readily recognize that changes may be made to the invention without departing from the spirit and scope of the invention as defined by the claims which are set forth below.

Claims (11)

1. A process for operating an electric vehicle, said electric vehicle includes a plurality of battery modules, comprising:

a step for measuring, periodically, the state of charge and energy content of each battery module of said plurality of battery modules;

a step for returning one or more of said plurality of battery modules at an electric filling station and,

a step for receiving credit for each of said battery modules and said energy remaining in each of said battery modules at the time each of said battery modules is returned.

2. A process for operating an electric vehicle as claimed inclaim 1 further comprising:

a step for charging a battery module with a regenerative device on-board the electric vehicle.

3. A process for operating an electric vehicle as claimed inclaim 1 further comprising:

a step for owner-charging selected battery modules.

4. A process for operating an electric vehicle as claimed inclaim 1 further comprising:

a step for sharing energy between battery modules.

5. A process for operating an electric vehicle as claimed inclaim 4 wherein said step for sharing energy between battery modules includes routing energy to and from said battery modules and is controlled by a controller in communication with said battery modules.

6. A process for operating an electric vehicle as claimed inclaim 1 further comprising:

a step for heating and/or cooling select battery modules.

7. A process for operating an electric vehicle as claimed inclaim 1 further comprising:

a step for leasing a battery enclosure having an unspecified number of battery modules.

8. A process for operating an electric vehicle as claimed inclaim 1 wherein said step for returning one or more of said plurality of battery modules includes selecting said battery modules based upon said state of charge.

9. A process for operating an electric vehicle as claimed inclaim 8 wherein said step for returning one or more of said battery modules based upon said state of charge includes selecting said battery modules having a state of charge within a defined range of state of charge.

10. A process for operating an electric vehicle as claimed inclaim 1 wherein said step for receiving credit for each of said battery modules and said energy remaining in each of said battery modules at the time each of said battery modules is returned includes on-board verification enabling said electric vehicle owner to verify an energy purchase.

11. A process for operating an electric vehicle as claimed inclaim 1 wherein said plurality of battery modules resides in an enclosure and said step for returning one or more of said battery modules of said plurality of battery modules includes returning said enclosure having said one or more battery modules.

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